A pure electric dual-motor dual-gearbox power interruption-free drive system and control method

Abstract

The present invention discloses a dual-motor, dual-gearbox, power-interruption-free drive system and a control method, belonging to the technical field of pure electric commercial vehicle power systems. The system comprises a first motor, a second motor, a first gearbox and a second gearbox. The first motor is connected to the first gearbox, and the second motor is connected to the second gearbox. During the gear shifting process, at least one gearbox is in gear, and the motor connected to the gearbox normally outputs driving torque. The first gearbox and the second gearbox both adopt a three-intermediate shaft structure, and the three intermediate shafts of the first gearbox are respectively mounted on the three intermediate shafts of the second gearbox. The system solves the technical problems of the existing AMT power system with one motor as the power source, which causes power interruption when switching gears and a poor gear shifting experience.

Description

Technical Field

[0001] The present invention belongs to the technical field of pure electric commercial vehicle power systems, and specifically relates to a pure electric dual-motor dual-gearbox power interruption-free drive system and a control method. Background Art

[0002] Currently, the centrally integrated powertrain architecture of pure electric commercial vehicles mostly consists of a high-power electric motor integrated with a multi-speed automatic manual transmission (AMT), similar to the single-power-source architecture and control of traditional fuel-powered vehicles. However, AMT powertrains with a single electric motor as the power source experience power interruptions when shifting gears. For operating scenarios with slopes greater than 10% and poor road conditions, and where AMT transmission shift reliability and comfort are highly demanded, traditional single-power-source transmission architectures offer a poor shifting experience or a high probability of shift failure. Furthermore, in the pure electric commercial vehicle market, a growing number of customers demand shifting on slopes without power interruption. Summary of the Invention

[0003] In order to overcome the shortcomings of the above-mentioned prior art, the purpose of the present invention is to provide a pure electric dual-motor dual-transmission power interruption-free drive system and control method, so as to solve the technical problems that the existing AMT power system with one motor as the power source will cause power interruption when switching gears and the gear shifting experience is poor.

[0004] In order to achieve the above object, the present invention adopts the following technical solutions:

[0005] The present invention discloses a dual-motor, dual-gearbox, power-interruption-free drive system, comprising a first motor, a second motor, a first gearbox, and a second gearbox; the first motor is connected to the first gearbox, and the second motor is connected to the second gearbox; during a gear shifting process, at least one gearbox is in gear, and the motor connected to the gearbox normally outputs driving torque; the first gearbox and the second gearbox both adopt a three-intermediate shaft structure, and the three intermediate shafts of the first gearbox are respectively sleeved on the three intermediate shafts of the second gearbox.

[0006] Preferably, a reducer is connected to the rear end of the second gearbox, and the reducer is a single-stage reducer with a fixed speed ratio range of 1.5 to 2.5.

[0007] Preferably, a retarder is connected to the rear end of the reducer.

[0008] Preferably, the second gearbox is connected to the power take-off via a gear on its intermediate shaft.

[0009] Preferably, the first gearbox and the second gearbox are both two-speed gearboxes with two speed ratios.

[0010] Preferably, the first gearbox and the second gearbox shift using a sliding sleeve structure.

[0011] Preferably, the sliding sleeve is connected to the gearbox gear via a spline.

[0012] Preferably, the rated power range of the first motor and the second motor are both 200-300 kW, and the peak power range of the first motor and the second motor are both 360-450 kW.

[0013] The present invention discloses a control method for a dual-motor dual-gearbox power interruption-free drive system, comprising:

[0014] Starting gear: shift into neutral, mode 0 switches to mode 1, and the drive system is in gear;

[0015] Shifting up while driving: Mode 1 switches to Mode 2; Mode 2 switches to Mode 3; the drive system shifts up;

[0016] Downshifting while driving: Mode 3 switches to Mode 4; Mode 4 switches to Mode 5; Mode 5 switches to Mode 6; Mode 6 switches to Mode 7; Based on the current mode, the previous mode switch is executed;

[0017] Pick up the neutral gear: switch to mode 0 according to the current mode;

[0018] Motor braking or motor braking combined with retarder braking while driving: Mode 1 switches to Mode 8.

[0019] The invention discloses a car with a dual-motor dual-gearbox non-power interruption drive system.

[0020] Compared with the prior art, the present invention has the following beneficial effects:

[0021] The present invention discloses a dual-motor, dual-gearbox, power-interruption-free drive system. The dual-motor, dual-gearbox system has two power sources, which can meet the requirement of power-interruption-free shifting process and also has the advantage of power distribution. In no-load working conditions, the two motors can be flexibly allocated to participate in the drive, so that the motors always run in the most efficient area, reducing power consumption. In energy feedback working conditions, the advantage of the dual motors being able to brake and recover energy separately or together is utilized to fully recover energy, which can significantly improve the comfort and controllability of the entire vehicle.

[0022] Furthermore, a retarder is connected to the rear end of the reducer, so that the motor generator braking and the retarder braking can work simultaneously when the vehicle is fully loaded and going down a steep slope, thereby increasing the braking force. At the same time, when a serious fault occurs on the steep slope and the high voltage is applied, and the motor brake cannot drive normally, the retarder is used for braking, thereby reducing the probability of vehicle loss of control and improving the safety of the vehicle.

[0023] A control method for a dual-motor, dual-transmission, power-interruption-free drive system can ensure that the vehicle's driving power is not interrupted during the gear shifting process, meet the gear shifting requirements on slopes, and avoid the risk of AMT gear shift failure on steep slopes. After the gearbox shifts, the torque ratio of the two motors can be adjusted according to the current vehicle torque demand, thereby optimizing the motor's operating point. The dual-motor drive system can optimize the motor's optimal operating voltage and optimize the power system's energy consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a simplified structural diagram of the drive system of the present invention;

[0025] Figure 2 This is the distribution diagram of the dual gearbox intermediate shaft;

[0026] Figure 3 Figure 1 an intermediate shaft not shown;

[0027] Figure 4 This is a simplified structural diagram of the present invention (mode 0 / 7) with the first gearbox in neutral position and the second gearbox in neutral position;

[0028] Figure 5 This is a simplified structural diagram of the present invention (mode 1 / 5) with the first gearbox in first gear and the second gearbox in first gear;

[0029] Figure 6 This is a simplified structural diagram of the present invention (Mode 2) with the first gearbox in second gear and the second gearbox in first gear;

[0030] Figure 7 This is a simplified structural diagram of the present invention (mode 3) with the first gearbox in second gear and the second gearbox in second gear;

[0031] Figure 8 This is a simplified structural diagram of the present invention (Mode 4) with the first gearbox in neutral position and the second gearbox in neutral position;

[0032] Figure 9 This is a simplified structural diagram of the present invention (Mode 6) with the first gearbox in neutral and the second gearbox in first gear;

[0033] Figure 10 This is a simplified structural diagram of the present invention (mode 8) in which the first gearbox is engaged in first gear, the second gearbox is engaged in first gear, the first motor and the second motor are idling or performing dynamic braking, and the motor braking and the retarder braking are working simultaneously.

[0034] Wherein: 10-first motor; 20-first motor output shaft; 30-second motor; 40-second gearbox input shaft; 50-second gearbox input shaft constant mesh input gear; 60-first gearbox input shaft; 70-second gearbox first intermediate shaft constant mesh input gear; 260-second gearbox second intermediate shaft constant mesh input gear; 480-second gearbox third intermediate shaft constant mesh input gear; 80-second gearbox first intermediate shaft; 275-second gearbox second intermediate shaft; 470-second gearbox third intermediate shaft; 90-first gearbox first intermediate shaft constant mesh gear; 270-first gearbox second intermediate shaft constant mesh gear; 490- Constant mesh gear on the third intermediate shaft of the first gearbox; 100 - Constant mesh input gear on the input shaft of the first gearbox; 105 - First intermediate shaft of the first gearbox; 315 - Second intermediate shaft of the first gearbox; 460 - Third intermediate shaft of the first gearbox; 110 - First gear on the first intermediate shaft of the first gearbox; 320 - First gear on the second intermediate shaft of the first gearbox; 500 - First gear on the third intermediate shaft of the first gearbox; 120 - First gear on the second shaft of the first gearbox; 130 - Second shaft of the gearbox; 140 - Second gear on the first intermediate shaft of the second gearbox; 330 - Second gear on the second intermediate shaft of the second gearbox; 510 - Second gear on the third intermediate shaft of the second gearbox; 150 - Second gear of second gearbox on shaft 2; 160-first gear of first intermediate shaft of second gearbox; 370-first gear of second intermediate shaft of second gearbox; 520-first gear of third intermediate shaft of second gearbox; 170-first gear of second gearbox on shaft 2; 180-input gear of first intermediate shaft of reducer; 420-input gear of second intermediate shaft of reducer; 190 / 430-reducer intermediate shaft; 190-first intermediate shaft of reducer; 430-second intermediate shaft of reducer; 200-input gear of reducer; 210-output gear of first intermediate shaft of reducer; 440-output gear of second intermediate shaft of reducer; 220-output shaft gear of reducer; 230-reducer Speed ​​​​machine output shaft; 240-retarder constant mesh output gear; 250-speed reducer output flange; 280-first gearbox second gear coupling gear; 290-first gearbox spline gear on the second shaft; 300-first gearbox first and second gear sliding sleeve; 310-first gearbox first gear coupling gear on the second shaft; 340-power take-off shaft input gear; 350-power take-off shaft; 360-power take-off flange; 380-second gearbox second gear coupling gear on the second shaft; 390-second gearbox first and second gear sliding sleeve; 400-second gearbox spline gear on the second shaft; 410-second gearbox first gear coupling gear on the second shaft; 450-retarder constant mesh input gear; 455-retarder shaft. DETAILED DESCRIPTION

[0035] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0036] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0037] The present invention is described in further detail below with reference to the accompanying drawings:

[0038] See also Figures 1 to 3 The present invention discloses a dual-motor, dual-gearbox, power-interrupt drive system suitable for 90T to 150T pure electric mining vehicles, including a first motor 10, a second motor 30, a first gearbox and a second gearbox. The first gearbox and the second gearbox are both two-speed gearboxes, which can respectively realize switching between two gears and neutral; both gearboxes have two speed ratios, adopt a three-intermediate shaft structure, and adopt a sliding sleeve structure for shifting; the rated power range of the first motor 10 and the second motor 30 are both 200-300kW, and the peak power range is both 360-450kW.

[0039] Specifically, the first motor 10 is connected to the first gearbox input shaft 60 through the first motor output shaft 20. The first gearbox input shaft 60 is fixedly equipped with a first gearbox input shaft constant mesh input gear 100. The first gearbox input shaft constant mesh input gear 100 is meshed with the first gearbox first intermediate shaft constant mesh gear 90, the first gearbox second intermediate shaft constant mesh gear 270 and the first gearbox third intermediate shaft constant mesh gear 490.

[0040] The first gearbox first intermediate shaft constant mesh gear 90 is fixedly connected to the first gearbox first intermediate shaft first gear 110 via the first gearbox first intermediate shaft 105. The first gearbox first intermediate shaft constant mesh gear 90 and the first gearbox first intermediate shaft first gear 110 are floating sleeves on the first gearbox first intermediate shaft 105. The first gearbox first intermediate shaft first gear 110 is constantly meshed with the first gearbox first gear 120 on the second shaft.

[0041] The constant mesh gear 270 of the second intermediate shaft of the first gearbox is fixedly connected to the first gearbox first intermediate shaft gear 320 via the second intermediate shaft of the first gearbox. The constant mesh gear 270 of the second intermediate shaft of the first gearbox and the first gearbox first intermediate shaft gear 320 are floating sleeves on the second intermediate shaft of the first gearbox 315. The first gearbox first intermediate shaft gear 320 is constantly meshed with the first gearbox first intermediate shaft gear 120 on the second shaft.

[0042] The third intermediate shaft constant mesh gear 490 of the first gearbox is fixedly connected to the third intermediate shaft first gear 500 of the first gearbox through the third intermediate shaft 460 of the first gearbox. The third intermediate shaft constant mesh gear 490 of the first gearbox and the first intermediate shaft first gear 500 of the first gearbox are floatingly sleeved on the third intermediate shaft 460 of the first gearbox. The third intermediate shaft first gear 500 of the first gearbox is constantly meshed with the first intermediate shaft first gear 120 of the first gearbox on the second shaft.

[0043] The first gear of the first transmission on the second shaft is fixedly connected to the first gear coupling gear 310 of the first transmission on the second shaft. The first gear of the first transmission on the second shaft and the first gear coupling gear 310 of the first transmission on the second shaft are floatingly sleeved on the second shaft 130 of the transmission. The second gear coupling gear 280 of the first transmission is fixedly connected to the first transmission input shaft 60. The spline gear 290 of the first transmission on the second shaft is fixedly connected to the second shaft 130 of the transmission. The first gear of the first transmission first and second gear sliding sleeve 300 is installed on the spline gear 290 of the first transmission on the second shaft through splines. The first gear of the first transmission first and second gear sliding sleeve 300 can be coupled with the second gear coupling gear 280 of the first transmission forward and can be coupled with the first gear coupling gear 310 of the first transmission on the second shaft backward.

[0044] The second motor 30 is connected to the second gearbox input shaft 40, on which the second gearbox input shaft constant mesh input gear 50 is fixedly mounted. The second gearbox input shaft constant mesh input gear 50 is meshed with the second gearbox first intermediate shaft constant mesh input gear 70, the second gearbox second intermediate shaft constant mesh input gear 260 and the second gearbox third intermediate shaft constant mesh input gear 480.

[0045] The second gearbox first intermediate shaft constant mesh input gear 70, the second gearbox first intermediate shaft second gear 140 and the second gearbox first intermediate shaft first gear 160 are all fixedly sleeved on the second gearbox first intermediate shaft 80; the second gearbox first intermediate shaft second gear 140 is constantly meshed with the second gearbox second gear 150 on the second shaft, and the second gearbox first intermediate shaft first gear 160 is constantly meshed with the second gearbox first gear 170 on the second shaft;

[0046] The second intermediate shaft constant mesh input gear 260 of the second gearbox, the second intermediate shaft second gear 330 of the second gearbox, and the second intermediate shaft first gear 370 of the second gearbox are all fixedly sleeved on the second intermediate shaft 275 of the second gearbox; the second intermediate shaft second gear 330 of the second gearbox is constantly meshed with the second intermediate shaft second gear 150 of the second gearbox, and the second intermediate shaft first gear 370 of the second gearbox is constantly meshed with the second intermediate shaft second gearbox first gear 170 of the second gearbox;

[0047] The third intermediate shaft of the second gearbox is constantly meshed with the input gear 480, the second gear gear 510 of the third intermediate shaft of the second gearbox and the first gear gear 520 of the third intermediate shaft of the second gearbox are all fixedly sleeved on the third intermediate shaft of the second gearbox 470; the second gear gear 510 of the third intermediate shaft of the second gearbox is constantly meshed with the second gear gear 150 of the second gearbox on the second shaft, and the first gear gear 520 of the third intermediate shaft of the second gearbox is constantly meshed with the first gear gear 170 of the second gearbox on the second shaft. The second gearbox second gear 150 on the second shaft and the first gear gear 170 of the second gearbox on the second shaft are floatingly sleeved on the second shaft 130 of the gearbox; the second gearbox second gear combining gear 380 on the second shaft is fixedly connected to the second gearbox second gear 150 on the second shaft and is floatingly sleeved on the second shaft 130 of the gearbox, and the first gear combining gear 410 of the second shaft and the first gear gear 170 of the second shaft are fixedly connected and floatingly sleeved on the second shaft 130 of the gearbox; the second gearbox spline gear 400 on the second shaft is fixedly connected to the second shaft 130 of the gearbox, and the first and second gear sliding sleeve 390 of the second gearbox is connected to the second gearbox spline gear 400 on the second shaft through a spline. The first and second gear sliding sleeve 390 of the second gearbox can slide forward to be combined with the second gearbox second gear combining gear 380 on the second shaft, and the first and second gear sliding sleeve 390 of the second gearbox can slide backward to be combined with the first gear combining gear 410 of the second shaft of the gearbox.

[0048] The torque and speed of the first motor 10 and the second motor 30 are coupled on the second gearbox shaft 130. The second gearbox shaft 130 is fixedly connected to the reducer input gear 200. The reducer input gear 200 is meshed with the reducer first intermediate shaft input gear 180 and the reducer second intermediate shaft input gear 420.

[0049] The first intermediate shaft input gear 180 of the reducer and the first intermediate shaft output gear 210 of the reducer are fixedly assembled on the first intermediate shaft 190 of the reducer, and the first intermediate shaft output gear 210 of the reducer is constantly meshed with the output shaft gear 220 of the reducer; the second intermediate shaft input gear 420 of the reducer and the second intermediate shaft output gear 440 of the reducer are fixedly assembled on the second intermediate shaft 430 of the reducer, and the second intermediate shaft output gear 440 of the reducer is constantly meshed with the output shaft gear 220 of the reducer.

[0050] The reducer output shaft gear 220, the retarder constant meshing output gear 240 and the reducer output flange 250 are all fixedly connected to the reducer output shaft 230; the retarder constant meshing output gear 240 is constantly meshed with the retarder constant meshing input gear 450, and the retarder shaft 460 is fixedly connected to the retarder constant meshing input gear 450.

[0051] The reducer is a fixed speed ratio reducer with a fixed speed ratio range of 1.5 to 2.5. The reducer output shaft is the total output of the entire power system. The reducer output shaft passes through a fixed speed ratio gear and a retarder interface is reserved, and a retarder is optional.

[0052] When the power take-off is engaged, the power take-off shaft input gear 340 is constantly meshed with the second gear 330 of the second gearbox intermediate shaft, and the power take-off shaft 350 is fixedly connected to the power take-off shaft input gear 340 and the power take-off flange 360 ​​respectively.

[0053] See also Figure 4-10 A control method for a dual-motor dual-gearbox non-power interruption drive system, wherein the gear mode and power transmission route are as follows:

[0054] Mode 0:

[0055] The first gearbox is in neutral, the second gearbox is in neutral. 300 - the first gearbox first and second gear sliding sleeves are in the middle position, 390 - the second gearbox first and second gear sliding sleeves are in the middle position.

[0056] Mode 1:

[0057] The first gearbox is engaged in first gear, and the second gearbox is engaged in first gear. When the first motor 10 is at zero torque, 300 - the first gearbox first and second gear sliding sleeve is meshed with 310 - the first gear combination gear of the first gearbox on the second shaft; when the second motor 30 is at zero torque, 390 - the second gearbox first and second gear sliding sleeve is meshed with 410 - the second gearbox first gear combination gear on the second shaft;

[0058] Mode 2:

[0059] The first gearbox is engaged in second gear, while the second gearbox remains in first gear. The first motor 10 reduces torque, while the second motor 30 increases torque. When the first motor 10 reaches zero torque, the first gearbox first and second gear sliding sleeve 300 engages with the first gearbox second gear coupling gear 280. After the gear shift is complete, the first motor 10 resumes torque, while the second motor 30 reduces torque.

[0060] Mode 3:

[0061] The first gearbox remains in second gear, and the second gearbox is engaged in second gear; the second motor 30 reduces torque, and the first motor 10 increases torque. When the second motor 30 is at zero torque, the 390-second gearbox first and second gear sliding sleeve is engaged with the 380-second gearbox second gear combination gear on the second shaft; after the gear shift is completed, the second motor 30 restores torque, and the first motor 10 reduces torque;

[0062] Mode 4:

[0063] The first gearbox is engaged in first gear, and the second gearbox remains in second gear; the first motor 10 reduces torque, and the second motor 30 increases torque. When the first motor 10 is at zero torque, the 300-first gearbox first and second gear sliding sleeve is engaged with the 280-first gearbox second gear combining gear; after the gear shift is completed, the first motor 10 restores torque, and the second motor 30 reduces torque;

[0064] Mode 5:

[0065] The first gearbox remains in first gear, and the second gearbox is engaged in first gear; the second motor 30 reduces torque, and the first motor 10 increases torque. When the second motor 30 is at zero torque, the first and second gear sliding sleeves 390 of the second gearbox are engaged with the first gear coupling gear of the second gearbox on the second shaft 410. After the gear shift is completed, the second motor 30 restores torque, and the first motor 10 reduces torque.

[0066] Mode 6:

[0067] The first gearbox is in neutral, and the second gearbox remains in first gear; the first motor 10 reduces torque, and the second motor 30 increases torque. When the first motor 10 is at zero torque, the first and second gear sleeves of the first gearbox are in the middle position, i.e., the neutral position. The first motor 10 maintains zero torque, and the second motor 30 reduces torque;

[0068] Mode 7:

[0069] The first gearbox remains in neutral, and the second gearbox is engaged in neutral; the second motor 30 reduces the torque. When the second motor 30 is at zero torque, the first and second gear sliding sleeves of the second gearbox 390 are in the middle position, that is, the neutral position; the second motor 30 maintains zero torque;

[0070] Mode 8:

[0071] The first gearbox is engaged in first gear, and the second gearbox is engaged in first gear; the first motor 10 and the second motor 30 operate in idling or dynamic braking; if a retarder is matched, the retarder can brake independently without relying on the high-voltage system of the whole vehicle. At this time, if the motor is in dynamic braking, the motor braking and the retarder braking work at the same time.

[0072] According to the vehicle driving and gear requirements: it can be divided into starting gear, upshifting while driving, downshifting while driving, neutral gear and motor braking or motor braking combined with retarder braking while driving.

[0073] Starting gear: shift from neutral to mode 1, the drive system is in gear and can be driven.

[0074] Shifting up while driving: Mode 1 switches to Mode 2; Mode 2 switches to Mode 3; the drive system can shift up.

[0075] Downshifting while driving: Mode 3 switches to Mode 4; Mode 4 switches to Mode 5; Mode 5 switches to Mode 6; Mode 6 switches to Mode 7; based on the current mode, the previous mode switch is executed.

[0076] Neutral gear: Mode 1 switches to Mode 0; Mode 2 switches to Mode 0; Mode 3 switches to Mode 0; Mode 4 switches to Mode 0; Mode 5 switches to Mode 0; Mode 6 switches to Mode 0; according to the current mode, switch to Mode 0.

[0077] Motor braking or motor braking combined with retarder braking while driving: Mode 1 switches to Mode 8.

[0078] The above content is only for explaining the technical idea of ​​the present invention and cannot be used to limit the protection scope of the present invention. Any changes made on the basis of the technical solution in accordance with the technical idea proposed by the present invention shall fall within the protection scope of the claims of the present invention.

Claims

1. A dual-motor dual-gearbox non-power interruption drive system, characterized in that: The invention comprises a first motor (10), a second motor (30), a first gearbox and a second gearbox; the first motor (10) is connected to the first gearbox, the second motor (30) is connected to the second gearbox, and during a gear shifting process, at least one gearbox is in a gear state, and the motor connected to the gearbox normally outputs a driving torque; The first gearbox and the second gearbox both adopt a three-intermediate shaft structure, and the three intermediate shafts of the first gearbox are respectively mounted on the three intermediate shafts of the second gearbox; The torque and speed of the first motor (10) and the second motor (30) are coupled on the second gearbox shaft (130). The second gearbox shaft (130) is fixedly connected to the reducer input gear (200). The reducer input gear (200) is meshed with the first intermediate shaft input gear (180) and the second intermediate shaft input gear (420) of the reducer.

2. The dual-motor dual-gearbox non-power interruption drive system according to claim 1, characterized in that: The rear end of the second gearbox is connected to a reducer, which is a single-stage reducer with a fixed speed ratio range of 1.5 to 2.

5.

3. The dual-motor dual-gearbox non-power interruption drive system according to claim 2, characterized in that: The rear end of the reducer is connected to a retarder.

4. The dual-motor dual-gearbox non-power interruption drive system according to claim 1, characterized in that: The second gearbox is connected to the power take-off via a gear on its intermediate shaft.

5. The dual-motor dual-gearbox non-power interruption drive system according to claim 1, characterized in that: The first gearbox and the second gearbox are both two-speed gearboxes with two speed ratios.

6. The dual-motor dual-gearbox non-power interruption drive system according to claim 1, characterized in that: The first and second gearboxes use a sliding sleeve structure for shifting.

7. The dual-motor dual-gearbox non-power interruption drive system according to claim 6, characterized in that: The sliding sleeve is connected to the transmission gear through splines.

8. The dual-motor dual-gearbox non-power interruption drive system according to claim 1, characterized in that: The rated power range of the first motor (10) and the second motor (30) are both 200-300 kW, and the peak power range of the first motor (10) and the second motor (30) are both 360-450 kW.

9. A control method for a dual-motor dual-gearbox non-power interruption drive system according to any one of claims 1 to 8, characterized in that: include: Starting gear: shift from neutral to gear, mode 0 switches to mode 1, and the drive system is in gear; Shifting up while driving: Mode 1 switches to Mode 2; Mode 2 switches to Mode 3; the drive system shifts up; Downshifting while driving: Mode 3 switches to Mode 4; Mode 4 switches to Mode 5; Mode 5 switches to Mode 6; Mode 6 switches to Mode 7; Based on the current mode, the previous mode switch is executed; Neutral gear: switch to mode 0 according to the current mode; Motor braking or motor braking combined with retarder braking while driving: Mode 1 switches to Mode 8.

10. An automobile having a dual-motor dual-gearbox non-power interruption drive system according to any one of claims 1 to 8.

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