Drive system, drive control method, and vehicle

Abstract

The application discloses a driving system, a driving control method and a vehicle. The driving system comprises an engine system, a first motor, a second motor, a gear pair, a gear shifting mechanism and a main reducer. A power output end of the engine system is connected with a power input end of the gear pair. A power output end of the first motor is connected with another power input end of the gear pair. A power output end of the gear pair is connected with a power input end of the gear shifting mechanism. A power output end of the gear shifting mechanism is connected with a power input end of the main reducer. The second motor is connected with the main reducer. The driving system can avoid the use of a complex structure such as a planetary gear train, effectively reduces the parts of the driving system and the structural complexity of the driving system, and thus effectively reduces the cost of the driving system.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a drive system, drive control method and vehicle. Background Technology

[0002] Hybrid vehicles, combining an engine and an electric motor, offer high-efficiency transportation capabilities and low transportation costs, making them widely used across various industries. The powertrain structures of hybrid vehicles include series, parallel, and series-parallel configurations. The series-parallel configuration combines both series and parallel modes, allowing for switching between the two modes and effectively increasing the vehicle's driving modes.

[0003] However, hybrid configurations have the problem of structural complexity. Summary of the Invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, it is desirable to provide a drive system, drive control method and vehicle that can avoid the use of complex structures such as planetary gear trains while ensuring multiple drive modes of the vehicle, effectively reduce the number of drive system components, reduce the structural complexity of the drive system, and thus effectively reduce the cost of the drive system.

[0005] In a first aspect, this application provides a drive system. The drive system includes: an engine system, a first motor, a second motor, a gear pair, a transmission mechanism, and a final reducer. The power output end of the engine system is connected to the power input end of the gear pair; the power output end of the first motor is connected to the other power input end of the gear pair; the power output end of the gear pair is connected to the power input end of the transmission mechanism; the power output end of the transmission mechanism is connected to the power input end of the final reducer; and the second motor is connected to the final reducer. The gear pair is used to couple the power output from the engine system and the power output from the first motor, and to output coupled power to the transmission mechanism. The transmission mechanism is used to connect or disconnect the power connection with the final reducer, and, when connected to the final reducer, to perform gear shifting processing on the coupled power.

[0006] In conjunction with the first aspect, in one possible implementation, the engine system includes an engine and a first power transmission component, wherein the power output end of the engine is connected to the power input end of the first power transmission component, the power output end of the first power transmission component is connected to the power input end of the gear pair, and the first power transmission component is used to connect or disconnect the power connection between the engine and the gear pair.

[0007] In conjunction with the first aspect, in one possible implementation, the drive system further includes a second power transmission component, which is fixedly connected to the power output shaft of the main reducer and selectively connected to the second motor. The second power transmission component is used to engage or disengage with the second motor to perform power coupling or decoupling between the main reducer and the second motor.

[0008] In conjunction with the first aspect, in one possible implementation, the second power transmission component is a synchronizer.

[0009] In conjunction with the first aspect, in one possible implementation, the transmission mechanism includes a gearbox and a third power transmission component. The two ends of the third power transmission component are respectively connected to the input shaft and the intermediate shaft of the gearbox. The third power transmission component is used to connect the input shaft and the intermediate shaft to connect the power transmission channel between the gearbox and the final drive; or, the connection between the input shaft and the intermediate shaft is disconnected, thereby disconnecting the power transmission channel between the gearbox and the final drive.

[0010] In conjunction with the first aspect, in one possible implementation, the drive system further includes a battery assembly connected to a first motor and a second motor, the battery assembly being used to power the first motor and / or the second motor, or to charge the first motor and / or the second motor.

[0011] In conjunction with the first aspect, in one possible implementation, the battery assembly includes a battery, a first inverter, and a second inverter, wherein the first inverter is connected to a first motor and the battery, and the second inverter is connected to a second motor and the battery.

[0012] In conjunction with the first aspect, in one possible implementation, the drive system further includes a vehicle controller, an engine controller, a first motor controller, a second motor controller, a shift controller, and a brake controller. The vehicle controller is connected to the engine controller, the first motor controller, the second motor controller, the shift controller, the brake controller, the first power transmission component, and the second power transmission component, respectively. The engine controller is connected to the engine system, the first motor controller is connected to the first motor, the second motor controller is connected to the second motor, the shift controller is connected to the transmission mechanism, and the brake controller is connected to the wheels.

[0013] Secondly, this application also provides a drive control method. This method is applied to a drive system as described in the first aspect or any of the first aspects above, and includes: determining a vehicle drive mode based on vehicle state parameters; the state parameters include at least one of the vehicle's required power, current speed, and battery charge; and driving the vehicle based on the drive mode.

[0014] In conjunction with the second aspect, in one possible implementation, the vehicle's driving mode is determined based on the vehicle's state parameters, including: determining the vehicle's driving state based on the vehicle's required power and current speed; the vehicle's driving state includes parking state, braking state, low power demand state, medium power demand state, and high power demand state; and determining the driving mode based on the vehicle's driving state and battery charge.

[0015] In conjunction with the second aspect, in one possible implementation, the vehicle's driving state is determined based on the vehicle's required power and current speed, including: if the vehicle's required power is less than or equal to 0 and the current speed is 0, then the vehicle's driving state is determined to be a parking state; if the vehicle's required power is less than or equal to 0 and the current speed is greater than 0, then the vehicle's driving state is determined to be a braking state; if the vehicle's required power is less than or equal to a first power, then the vehicle's driving state is determined to be a low-power requirement state; if the vehicle's required power is greater than the first power and less than the second power, then the vehicle's driving state is determined to be a medium-power requirement state; if the vehicle's required power is greater than the second power, then the vehicle's driving state is determined to be a high-power requirement state.

[0016] In conjunction with the second aspect, in one possible implementation, the driving mode is determined based on the vehicle's driving state and battery charge, including: if the vehicle is parked and the battery charge is less than a first charge threshold, the driving mode is determined to be an idle power generation mode; if the vehicle is braking and the battery charge is less than or equal to a second charge threshold, the driving mode is determined to be a heavy braking energy recovery mode; if the vehicle is braking and the battery charge is greater than the second charge threshold, the driving mode is determined to be a light braking energy recovery mode; if the vehicle is in a low power demand state and the battery charge is less than or equal to a third charge threshold, the driving mode is determined to be a series hybrid mode; if the vehicle is in a low power demand state and the battery charge is greater than the third charge threshold, the driving mode is determined to be a single-motor driving mode; if the vehicle is in a medium power demand state and the battery charge is less than or equal to the third charge threshold, the driving mode is determined to be an engine driving mode; if the vehicle is in a medium power demand state and the battery charge is greater than the third charge threshold, the driving mode is determined to be a dual-motor driving mode; and if the vehicle is in a high power demand state, the driving mode is determined to be a parallel hybrid mode.

[0017] In conjunction with the second aspect, in one possible implementation, driving the vehicle based on a driving mode includes: if the driving mode is an idle power generation mode, then the engine is started, the first power transmission component is engaged, and the engine drives the first motor to rotate via a gear pair to charge the battery; if the driving mode is a heavy braking energy recovery mode or a light braking energy recovery mode, the first power transmission component is disengaged, and the vehicle causes the first motor and / or the second motor to rotate to charge the battery; if the driving mode is a series hybrid mode, then the generator and the second motor are started, the first power transmission component is engaged, the second motor drives the vehicle, and simultaneously the engine drives the first motor to rotate to charge the battery. Battery charging; if the drive mode is single-motor drive mode, the second motor is started and the vehicle is driven by the second motor; if the drive mode is engine drive mode, the generator is started, the first power transmission component is engaged, and the first motor is stopped, and the vehicle is driven by the engine; if the drive mode is dual-motor drive mode, the first and second motors are started, the first power transmission component is disengaged, and the vehicle is driven by the first and second motors; if the drive mode is parallel hybrid drive mode, the generator, the first and second motors are started, the first power transmission component is engaged, and the vehicle is driven by the engine, the first and second motors.

[0018] Thirdly, this application also provides a vehicle. The vehicle includes a drive system as described in the first aspect or any one of the first aspects.

[0019] This application provides a drive system, a drive control method, and a vehicle. The drive system includes an engine system, a first motor, a second motor, a gear pair, a transmission mechanism, and a final reducer. The power output end of the engine is connected to the power input end of the gear pair, the power output end of the first motor is connected to the other power input end of the gear pair, the power output end of the gear pair is connected to the power input end of the transmission mechanism, the power output end of the transmission mechanism is connected to the power input end of the final reducer, and the second motor is connected to the final reducer. The drive system provided in this application can realize the transmission and blocking of power output from the engine and / or the first motor through the transmission mechanism. The engine system, gear pair, and transmission mechanism cooperate to realize multiple driving modes of the vehicle. That is, the drive system provided in this application can avoid the use of complex structures such as planetary gear trains while ensuring multiple driving modes of the vehicle, effectively reducing the number of drive system components, reducing the structural complexity of the drive system, and thus effectively reducing the cost of the drive system. Attached Figure Description

[0020] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0021] Figures 1-2This is a schematic diagram of the structure of a drive system in the prior art;

[0022] Figure 3-8 This is a schematic diagram of the drive system in an embodiment of this application;

[0023] Figures 9-10 This is a flowchart illustrating the drive control method.

[0024] Figures 11-18 This is a schematic diagram of power transmission for different driving modes.

[0025] Explanation of reference numerals in the attached drawings: 10-Engine system, 11-Engine, 12-First power transmission component, 13-Vehicle controller, 14-Engine controller, 15-First motor controller, 16-Second motor controller, 17-Shift controller, 18-Brake controller, 20-First motor, 30-Second motor, 40-Gear pair, 50-Transmission mechanism, 51-Gearbox, 52-Third power transmission component, 60-Final reducer, 70-Second power transmission component, 80-Battery assembly, 81-Battery, 82-First inverter, 83-Second inverter. Detailed Implementation

[0026] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0027] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present application will now be described in detail with reference to the accompanying drawings and embodiments. Furthermore, the term "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. The terms "first" and "second," etc., in the specification and claims of the embodiments of this application are used to distinguish different objects, not to describe a specific order of objects.

[0028] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0029] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0030] Hybrid vehicles, combining an engine and an electric motor, offer high-efficiency transportation and low transportation costs, making them widely used across various industries. The powertrain structures of hybrid vehicles include series, parallel, and series-parallel configurations. In a series configuration, the electric motor drives the vehicle, while the engine powers the motor to charge the battery. While simple in structure, the series configuration suffers from low transmission efficiency and is unsuitable for high-power, high-speed operation. In a parallel configuration, the coupled power from the engine and electric motor drives the vehicle, resulting in low fuel consumption, but the engine typically operates in its less efficient range. The series-parallel configuration combines the advantages of both series and parallel configurations, allowing switching between the two modes, mitigating the drawbacks of either, and increasing the vehicle's driving modes.

[0031] However, hybrid configurations often require dual planetary gear systems and multiple clutches to achieve power coupling between the engine and electric motor, as well as switching between vehicle drive modes, resulting in a complex drive system structure and higher cost. For example... Figure 1 The hybrid drive system shown requires two planetary gear sets (planetary gear trains) and four clutches to achieve power coupling and mode switching functions. It has a complex structure, high control difficulty, and cannot achieve idle-speed power generation mode; its speed range is also relatively low. Figure 2 The hybrid drive system shown requires two sets of planetary gear trains to achieve functions such as power coupling and mode switching. It has a complex structure and cannot achieve functions such as idle speed power generation and direct engine drive. Its speed range is also relatively low.

[0032] To address the aforementioned issues, this application provides a drive system, a drive control method, and a vehicle that effectively reduce the structural complexity of the drive system while ensuring multiple drive modes, thereby effectively reducing costs and control difficulty.

[0033] like Figure 3 and Figure 4As shown in the figure, this application embodiment provides a drive system, which includes an engine system 10, a first motor 20, a second motor 30, a gear pair 40, a transmission mechanism 50, and a final reducer 60. The power output end of the engine system 10 is connected to the power input end of the gear pair 40, the power output end of the first motor 20 is connected to the other power input end of the gear pair 40, the power output end of the gear pair 40 is connected to the power input end of the transmission mechanism 50, the power output end of the transmission mechanism 50 is connected to the power input end of the final reducer 60, and the second motor 30 is connected to the final reducer 60. The gear pair 40 is used to couple the power output from the engine system 10 and the power output from the first motor 20, and output the coupled power to the transmission mechanism 50. The transmission mechanism 50 is used to connect or disconnect the power connection with the final reducer 60, and to perform gear shifting processing on the coupled power when connected to the final reducer 60.

[0034] In this embodiment, the linkage between the engine system 10 and the first motor 20 is achieved through a gear pair 40. The power output from the engine system 10 can drive the gear pair 40 to rotate, and the gear pair 40 can drive the first motor 20 to rotate; or the power output from the engine system 10 and the first motor 20 can be coupled through the gear pair 40, and the coupled power can be output to the wheels in sequence through the transmission mechanism 50 and the final reducer 60.

[0035] The second motor 30 is connected to the main reducer 60. (As above) Figure 3 As shown, the second motor 30 can be installed on the power input shaft of the main reducer 60. That is, before the power of the second motor 30 is transmitted to the wheels, the main reducer 60 reduces the power output of the second motor 30, which can improve the safety of vehicle driving.

[0036] One possible implementation is, such as Figure 5 As shown, the second motor 30 can also be mounted on the power output shaft of the main reducer 60 to reuse the power output shaft of the main reducer 60. That is, when the second motor 30 needs to output power, it can directly use the power output shaft of the main reducer 60 as its own power output shaft to drive it to rotate and output power to the wheels. This avoids setting the second motor 30 in the drive system through a complex connection mechanism, effectively reducing the number of parts and reducing the structural complexity of the drive system.

[0037] The power coupling method of the gear pair 40 is torque coupling. Compared with the speed coupling structure, the gear pair 40 used for torque coupling has a simpler structure, which can reduce the structural complexity of the drive system.

[0038] The transmission mechanism 50 can control the transmission or interruption of internal power, thereby connecting or disconnecting the power transmission channel between the transmission mechanism 50 and the main reducer 60, that is, connecting or disconnecting the power between the transmission mechanism 50 and the main reducer 60.

[0039] The following describes the drive modes of the drive system:

[0040] When the engine system 10 and gear pair 40 are connected: When the engine system 10 is started and the first motor 20 is not started, the power output of the engine system 10 drives the gear pair 40 to rotate, and the gear pair 40 drives the first motor 20 to rotate, thereby realizing the engine system 10 driving the first motor 20; when the second motor 30 is also not started, the vehicle's idle power generation mode can be realized, that is, the engine drives one motor to rotate, and the mechanical energy of the motor is converted into the electrical energy required by the vehicle; when the second motor 30 starts at the same time, the vehicle's series hybrid drive mode can be realized, that is, the engine drives one motor to rotate, and the mechanical energy of the motor is converted into the electrical energy required by the vehicle, and the power output of the other motor directly drives the vehicle to move.

[0041] When the engine system 10 starts, the vehicle control first motor 20 stops rotating, and the second motor 30 is not started, the power output by the engine system 10 can be transmitted to the wheels in sequence through the gear pair 40, the transmission mechanism 50 and the final reducer 60 to realize the engine direct drive mode, that is, the engine directly drives the vehicle.

[0042] When both the engine system 10 and the first motor 20 are started, the gear pair 40 couples the power output from the engine system 10 and the power output from the first motor 20, and outputs the coupled power to the transmission mechanism 50. When the second motor 30 starts simultaneously, the vehicle can achieve a parallel hybrid drive mode, that is, the power output from the engine and the two motors jointly drive the vehicle.

[0043] When the power to the engine system 10 and gear pair 40 is disconnected: the power transmission channel between the engine system 10 and gear pair 40 is disconnected (i.e., the power connection is broken), and the power connection between the engine system 10 and the first motor 20 is also broken. Therefore, when the first motor 20 starts and its output power drives the wheels, the power output of the first motor 20 can be prevented from being transmitted to the engine system 10, thus avoiding increasing energy loss by causing the engine system 10 to rotate. When the second motor 30 starts simultaneously, a dual-motor drive mode can be achieved, that is, the power output from both motors jointly drives the vehicle.

[0044] In the case of power connection between the transmission mechanism 50 and the final drive 60: when the power output from the gear pair 40 (power output from the engine system 10, power output from the first motor 20, and the coupled power of the engine system 10 and the first motor 20) is transmitted to the transmission mechanism 50, the transmission mechanism 50 can change the magnitude of the power according to a certain ratio, that is, perform gear shifting processing, and output the power after gear shifting processing to the wheels through the final drive 60, thereby realizing the gear shifting of the vehicle. Furthermore, when the vehicle brakes, the mechanical energy of the wheel rotation can be transmitted to the first motor 20 and the second motor 30, driving the two motors to rotate. The mechanical energy of the motor rotation is converted into the electrical energy required by the vehicle, thereby realizing the heavy braking energy recovery mode.

[0045] When the power connection between the transmission mechanism 50 and the final reducer 60 is disconnected: In idle power generation mode, the power output from the engine system 10 is prevented from being transmitted to the wheels sequentially through the gear pair 40, transmission mechanism 50, and final reducer 60, thus avoiding energy loss. When the second motor 30 starts, the vehicle can achieve a single-motor drive mode, meaning the vehicle is driven by the power output of a single motor. When the vehicle brakes, the mechanical energy of the rotating wheels can be transferred to the second motor 30, driving it to rotate. The mechanical energy of the rotating second motor 30 is converted into the electrical energy required by the vehicle, thus achieving a mild braking energy recovery mode.

[0046] The drive system provided in this application includes an engine system, a first motor, a second motor, a gear pair, a transmission mechanism, and a final reducer. The power output end of the engine is connected to the power input end of the gear pair, the power output end of the first motor is connected to the other power input end of the gear pair, the power output end of the gear pair is connected to the power input end of the transmission mechanism, the power output end of the transmission mechanism is connected to the power input end of the final reducer, and the second motor is connected to the final reducer. The drive system provided in this application can transmit and interrupt the power output from the engine and / or the first motor through the transmission mechanism. The engine system, gear pair, and transmission mechanism cooperate to achieve multiple driving modes for the vehicle. In other words, the drive system provided in this application, while ensuring multiple driving modes for the vehicle, avoids the use of complex structures such as planetary gear trains, effectively reducing the number of drive system components, lowering the structural complexity of the drive system, and thus effectively reducing the cost of the drive system.

[0047] In one embodiment, such as Figure 6 and above Figure 4As shown, the engine system 10 includes an engine 11 and a first power transmission component 12. The power output end of the engine 11 is connected to the power input end of the first power transmission component 12, and the power output end of the first power transmission component 12 is connected to the power input end of the gear pair 40. The first power transmission component 12 is used to connect or disconnect the power connection between the engine 11 and the gear pair 40.

[0048] The first power transmission component 12 can be a clutch or a synchronizer.

[0049] In this embodiment, the linkage between the engine system 10 and the first motor 20 is achieved through the first power transmission component 12 and the gear pair 40. When the first power transmission component 12 is engaged, the power output by the engine 11 can be transmitted to the gear pair 40 and drive the gear pair 40 to rotate. When the first power transmission component 12 is disengaged, the power connection between the engine 11 and the gear pair 40 is broken.

[0050] In one possible implementation, considering that there is a motor inside the engine to drive the flywheel of the engine to rotate, in this embodiment of the application, the engine 11 can be a structure that omits the internal motor and drives the flywheel of the engine 11 through the first motor 20. That is, the first motor 20 can be connected to the engine 11 to drive the flywheel of the engine 11 to rotate, thereby reducing some parts, reducing the size and cost of the engine 11, and thus reducing the cost of the drive system.

[0051] Understandably, when the first power transmission component 12 is engaged, there is a power connection between the engine 11 and the gear pair 40; when the first power transmission component 12 is disengaged, the power connection between the engine 11 and the gear pair 40 is disconnected.

[0052] The drive system provided in this application embodiment includes an engine and a first power transmission component, which can connect or disconnect the power connection between the engine and the gear pair. This application embodiment achieves linkage and power decoupling between the engine and the first motor through the first power transmission component and the gear pair; that is, multiple driving modes of the vehicle can be achieved through the cooperation of the first power transmission component, the gear pair, and the transmission mechanism. The drive system provided in this application embodiment, while ensuring multiple driving modes of the vehicle, avoids the use of complex structures such as planetary gear trains, effectively reducing the number of drive system components, lowering the structural complexity of the drive system, and thus effectively reducing the cost of the drive system.

[0053] In one embodiment, such as Figure 7As shown, the drive system also includes a second power transmission component 70, which is fixedly connected to the power output shaft of the main reducer 60 and selectively connected to the second motor 30. The second power transmission component 70 is used to engage or disengage with the second motor 30 to perform power coupling or decoupling between the main reducer 60 and the second motor 30.

[0054] The second power transmission component 70 can be a synchronizer.

[0055] In this embodiment, the second motor 30 can be mounted on the power output shaft of the main reducer 60 via the second power transmission component 70. The second power transmission component 70 is fixedly connected to the power output shaft of the main reducer 60 and can be selectively connected to the second motor 30, thus enabling engagement and disengagement with the second motor 30.

[0056] When the second power transmission component 70 is engaged with the second motor 30, the second motor 30 is fixedly connected to the output shaft of the main reducer 60, and the second motor 30 can reuse the power output shaft of the main reducer 60. When the second motor 30 starts, the power output by the second motor 30 is output to the wheels through the power output shaft of the main reducer 60; when the main reducer 60 has power output simultaneously, the coupled power of the main reducer 60 and the second motor 30 is output to the wheels through the power output shaft of the main reducer 60. When the second power transmission component 70 is disengaged from the second motor 30, the connection between the second motor 30 and the output shaft of the main reducer 60 is broken, that is, the power connection between the second motor 30 and the wheels is broken.

[0057] Understandably, in idle speed power generation mode, since the power connection between the transmission mechanism 50 and the main reducer 60 is disconnected, the engagement or disengagement of the second power transmission component 70 and the second motor 30 does not affect the drive mode. In engine direct drive mode, the second power transmission component 70 is disengaged from the second motor 30 to prevent the main reducer 60 from driving the second motor 30 through the power output shaft, thus avoiding energy loss. In series hybrid drive mode, parallel hybrid drive mode, single motor drive mode, and dual motor drive mode, the second power transmission component 70 is engaged with the second motor 30 so that the second motor 30 can reuse the output shaft of the main reducer 60 to output power to the wheels and drive the vehicle. In heavy braking energy recovery mode and light braking energy recovery mode, the second power transmission component 70 is engaged with the second motor 30 so that the mechanical energy of the wheel rotation is transferred to the second motor 30, driving the second motor 30 to rotate, so that the mechanical energy of the second motor 30 is converted into the electrical energy required by the vehicle.

[0058] In this embodiment, the drive system further includes a second power transmission component, which is fixedly connected to the power output shaft of the main reducer and selectively connected to the second motor. The drive system provided in this embodiment connects the second motor to the main reducer via the second power transmission component. By engaging or disengaging the second power transmission component from the second motor, the connection or disconnection of power between the second motor and the wheels is achieved. This avoids installing the second motor in the drive system through complex structures such as planetary gear trains and separators, effectively reducing the number of drive system components, lowering the structural complexity of the drive system, and thus effectively reducing the cost of the drive system.

[0059] In one embodiment, as described above Figure 7 As shown, the transmission mechanism 50 includes a gearbox 51 and a third power transmission component 52. The two ends of the third power transmission component 52 are respectively connected to the input shaft and the intermediate shaft of the gearbox 51. The third power transmission component 52 is used to connect the input shaft and the intermediate shaft to connect the power transmission channel between the gearbox 51 and the main reducer 60; or, disconnect the connection between the input shaft and the intermediate shaft, thereby disconnecting the power transmission channel between the gearbox 51 and the main reducer 60.

[0060] The third power transmission component 52 can be a synchronizer.

[0061] In this embodiment, the transmission mechanism 50 can control the transmission and interruption of internal power through the third power transmission component 52, thereby realizing the connection or disconnection of power between the transmission mechanism 50 and the main reducer 60; the gearbox 51 realizes the gear shifting process during internal power transmission. Based on the specific structure of the gearbox 51 and the gear shifting method, the two ends of the third power transmission component 52 can be connected to the input shaft and intermediate shaft of the gearbox 51 respectively, so that the third power transmission component 52 can control the transmission and interruption of power between the input shaft and intermediate shaft of the gearbox 51, thereby realizing the connection and disconnection of power between the gearbox 51 and the main reducer 60.

[0062] When the two ends of the third power transmission component 52 are fixedly connected to the input shaft and intermediate shaft of the gearbox 51 respectively, the power inside the gearbox 51 can be transmitted, that is, the power inside the transmission mechanism 50 can be transmitted, that is, the power connection between the transmission mechanism 50 and the final reducer 60 is broken; when the third power transmission component 52 is disconnected from the input shaft and / or intermediate shaft of the gearbox 51, the power inside the gearbox 51 cannot be transmitted, that is, the power inside the transmission mechanism 50 cannot be transmitted, that is, the power connection between the transmission mechanism 50 and the final reducer 60 is broken.

[0063] Understandably, in idle power generation mode and series hybrid drive mode, the connection between the third power transmission component 52 and the input shaft and / or intermediate shaft of the gearbox 51 is disconnected to prevent the power output of the engine 11 from being transmitted to the wheels and to avoid energy loss. In engine direct drive mode, parallel hybrid drive mode and dual-motor drive mode, the third power transmission component 52 is fixedly connected to the input shaft and intermediate shaft of the gearbox 51 so that the power output of the engine 11 and / or the first motor 20 can be transmitted to the wheels to drive the vehicle. In single-motor drive mode and mild regenerative braking mode, the third power transmission component 52 can be fixedly connected to the input shaft and intermediate shaft of the gearbox 51 or disconnected. In severe regenerative braking mode, the third power transmission component 52 is fixedly connected to the input shaft and intermediate shaft of the gearbox 51 so that the mechanical energy of the wheel rotation can be transmitted to the first motor 20 to drive the first motor 20 to rotate, so that the mechanical energy of the first motor 20 is converted into the electrical energy required by the vehicle.

[0064] In this embodiment, the transmission mechanism includes a gearbox and a third power transmission component. The two ends of the third power transmission component are connected to the input shaft and intermediate shaft of the gearbox, respectively. That is, this embodiment directly incorporates the third power transmission component inside the gearbox, thereby enabling the transmission and interruption of internal power, and consequently, the connection and disconnection of power with the main reducer. This avoids the use of complex components such as separators, reducing the structural complexity of the drive system and effectively lowering its cost.

[0065] In one embodiment, as described above Figure 7 As shown, the drive system also includes a battery assembly 80, which is connected to the first motor 20 and the second motor 30. The battery assembly 80 is used to supply power to the first motor 20 and / or the second motor 30, or to charge the first motor 20 and / or the second motor 30.

[0066] In this embodiment of the application, in the series hybrid drive mode and the single-motor drive mode, the battery component 80 is used to provide electrical energy to drive the second motor 30 to rotate; in the parallel hybrid drive mode and the dual-motor drive mode, the battery component 80 is used to provide electrical energy to drive the first motor 20 and the second motor 30 to rotate; in the mild regenerative braking mode, the battery component 80 can receive the electrical energy converted and output by the second motor 30 when the wheels drive the second motor 30 to rotate; in the heavy regenerative braking mode, the battery component 80 can receive the electrical energy converted and output by the first motor 20 and the second motor 30 when the wheels drive the first motor 20 and the second motor 30 to rotate.

[0067] The drive system provided in this application embodiment also includes a battery assembly, which is connected to the first motor and the second motor respectively, and can supply power to the first motor and / or the second motor, or charge the first motor and / or the second motor, thereby realizing multiple driving modes of the vehicle.

[0068] In one embodiment, such as Figure 8 As shown, the battery assembly 80 includes a battery 81, a first inverter 82 and a second inverter 83. The first inverter 82 is connected to one end of the first motor 20 and the battery 81, respectively, and the second inverter 83 is connected to the other end of the second motor 30 and the battery 81, respectively.

[0069] In this embodiment, the battery 81 and the first motor 20 are connected via a first inverter 82, so that the first inverter 82 can convert the electrical energy output from the battery 81 into frequency, voltage, etc., so that the converted electrical energy parameters match the parameters of the first motor 20, thereby successfully driving the first motor 20 to rotate; the battery 81 and the second motor 30 are connected via a second inverter 83, so that the second inverter 83 can convert the electrical energy output from the battery 81 into frequency, voltage, etc., so that the converted electrical energy parameters match the parameters of the second motor 30, thereby successfully driving the second motor 30 to rotate.

[0070] In this embodiment, the battery assembly includes a battery, a first inverter, and a second inverter. The battery is connected to a first motor and a second motor via the first and second inverters, respectively. The first and second inverters can convert the electrical energy output from the battery, ensuring that the converted electrical energy parameters can successfully drive the motor to rotate, thus improving the reliability of the drive system.

[0071] In one embodiment, as described above Figure 8 As shown, the drive system also includes a vehicle controller 13, an engine controller 14, a first motor controller 15, a second motor controller 16, a shift controller 17, and a brake controller 18. The vehicle controller 13 is connected to the engine controller 14, the first motor controller 15, the second motor controller 16, the shift controller 17, the brake controller 18, the first power transmission component 12, and the second power transmission component 70, respectively. The engine controller 14 is connected to the engine 11, the first motor controller 15 is connected to the first motor 20, the second motor controller 16 is connected to the second motor 30, the shift controller 17 is connected to the transmission mechanism 50, and the brake controller 18 is connected to the wheels.

[0072] In this embodiment, the drive system controls the starting and stopping of the engine 11 through the engine controller 14, controls the starting and stopping of the first motor 20 through the first motor controller 15, controls the starting and stopping of the second motor 30 through the second motor controller 16, controls the transmission mechanism 50 to transmit power, shift gears, or block power transmission to the gear pair 40 through the shift controller 17, and controls the wheels to stop rotating through the brake controller 18.

[0073] Furthermore, the engine controller 14, the first motor controller 15, the second motor controller 16, the shift controller 17, and the brake controller 18 execute corresponding control methods based on the signals output by the vehicle controller 13.

[0074] In one possible implementation, the shift controller 17 is connected to the gearbox 51 to control the gear shifting function of the gearbox 51; the vehicle controller 13 is directly connected to the first power transmission component 12, the second power transmission component 70 and the third power transmission component 52 to control the connection status of the first power transmission component 12, the second power transmission component 70 and the third power transmission component 52.

[0075] The drive system provided in this application embodiment controls the engine, first motor, second motor, transmission mechanism, and wheels respectively through an engine controller, a first motor controller, a second motor controller, a shift controller, and a brake controller, and then controls the above-mentioned multiple component controllers through a vehicle controller, thereby improving the accuracy of vehicle drive control.

[0076] In one embodiment, a drive control method is provided, applied to a drive system as described in the above embodiments, the method comprising: Figure 9 The steps shown are as follows:

[0077] Step 101: Determine the vehicle's driving mode based on the vehicle's status parameters.

[0078] The status parameters include at least one of the vehicle's required power, current speed, and battery charge.

[0079] In this embodiment of the application, it is considered that the vehicle needs to drive in different driving modes under different states. For example, when the vehicle is in a low battery state, it can charge the battery through idle power generation mode or hybrid series mode. When the vehicle is in a high power driving demand state, it can drive the vehicle through hybrid parallel mode, etc.

[0080] Therefore, the vehicle status can be determined first based on the vehicle's status parameters, and then the corresponding driving mode can be determined.

[0081] Step 102: Drive the vehicle based on the driving mode.

[0082] In this embodiment of the application, after the driving mode of the vehicle is determined, other controllers or components in the driving system can be controlled by the vehicle controller 13 so that the vehicle can drive in accordance with the driving mode.

[0083] The drive control method provided in this application is applied to the drive system in the above embodiments. In actual drive control, considering that the vehicle needs to drive in different drive modes under different states, the drive mode of the vehicle is first determined according to the state parameters of the vehicle, and then the vehicle is driven according to the drive mode, which improves the effectiveness and reliability of vehicle drive control.

[0084] The embodiments described above provide a scheme for determining the vehicle's driving mode based on the vehicle's state parameters. In another embodiment of this application, the current driving state of the vehicle can be determined first, and then the driving mode of the vehicle can be determined in combination with the state parameters. This embodiment includes, for example: Figure 10 The steps shown are as follows:

[0085] Step 201: Determine the vehicle's driving status based on the vehicle's required power and current speed.

[0086] The vehicle's driving status includes parking status, braking status, low power demand status, medium power demand status, and high power demand status.

[0087] In this embodiment, if the vehicle's required power P is less than or equal to 0 and the current speed V is equal to 0, then the vehicle is determined to be not moving, i.e., the vehicle's driving state is a parking state. If the vehicle's required power P is less than or equal to 0 and the current speed V is greater than 0, then the vehicle is determined to be braking, i.e., the vehicle's driving state is a braking state. If the vehicle's required power is less than or equal to a first power P1, then the vehicle's driving state is determined to be a low-power requirement state. If the vehicle's required power is greater than the first power P1 and less than the second power P2, then the vehicle's driving state is determined to be a medium-power requirement state. If the vehicle's required power is greater than the second power P2, then the vehicle's driving state is determined to be a high-power requirement state.

[0088] Wherein, the first power P1 can be the maximum output power of the second motor 30; the second power P2 can be the sum of the maximum output power of the first motor 20 and the maximum output power of the second motor 30.

[0089] Step 202: Determine the driving mode based on the vehicle's driving status and battery charge.

[0090] In this embodiment, if the vehicle is parked and the battery charge SOC is less than the first charge threshold SOC1, it indicates that the battery is not fully charged. Therefore, the driving mode can be determined to be the idle power generation mode, and the engine 11 drives the first motor 20 to charge the battery 81. The first charge threshold SOC1 can be the upper limit of the vehicle's charge level under a charged state.

[0091] If the vehicle is braking and the battery charge is less than or equal to the second charge threshold SOC2, it indicates that the vehicle's current charge is severely insufficient. Therefore, the driving mode can be determined as heavy regenerative braking mode, where the mechanical energy from the wheel rotation drives the first motor 20 and the second motor 30 to rotate, jointly charging the battery 81. If the vehicle is braking and the battery charge is greater than the second charge threshold SOC2, it indicates that the vehicle's current charge is insufficient. Therefore, the driving mode can be determined as light regenerative braking mode, where the mechanical energy from the wheel rotation drives the second motor 30 to rotate, charging the battery 81. The second charge threshold SOC2 is less than the first charge threshold SOC1.

[0092] If the vehicle is in a low-power demand state and the battery charge is less than or equal to the third charge threshold SOC3, it indicates that the vehicle's power demand is low and the battery charge is insufficient under low power demand. Therefore, the driving mode can be determined to be a series hybrid mode, where the engine 11 drives the first motor 20 to charge the battery 81, while the second motor 30 drives the vehicle. The third charge threshold SOC3 can be the lower limit of the vehicle's charge level under a charged state, and it is less than the second charge threshold SOC2.

[0093] If the vehicle is in a low-power demand state and the battery charge is greater than the third charge threshold SOC3, it means that the vehicle has a low power demand and has a certain amount of charge under low power demand. Therefore, it can be determined that the driving mode is a single-motor driving mode, and the vehicle is driven by the second motor 30.

[0094] If the vehicle is in a medium power demand state and the battery charge is less than or equal to the third charge threshold SOC3, it means that the vehicle has a certain power demand for driving, and the battery charge is insufficient under medium power demand. Therefore, it can be determined that the driving mode is engine drive mode, and the vehicle is driven directly by engine 11.

[0095] If the vehicle is in a medium power demand state and the battery charge is greater than the third charge threshold SOC3, it means that the vehicle has a certain power demand for driving and has a certain amount of charge under medium power demand. Therefore, it can be determined that the driving mode is a dual-motor driving mode, in which the first motor 20 and the second motor 30 jointly drive the vehicle.

[0096] If the vehicle is in a high-power demand state, it means that the vehicle requires a high power, and the driving mode can be directly determined to be parallel hybrid mode, in which the engine 11, the first motor 20 and the second motor 30 jointly drive the vehicle.

[0097] In this embodiment, the vehicle's driving state is first determined based on the vehicle's required power and current speed. Then, the specific driving mode of the vehicle is determined based on the vehicle's driving state and battery charge. This ensures that the determined driving mode matches the vehicle's current driving state. Driving the vehicle based on the determined driving mode can guarantee that the vehicle continues to drive stably under the current driving state, thus improving the reliability of vehicle drive control.

[0098] In summary, the specific driving methods of the driver system for different driving modes are as follows:

[0099] like Figure 11 As shown, if the driving mode is the idle power generation mode, the engine 11 is started and the first power transmission component 12 is engaged. The engine 11 drives the first motor 20 to rotate through the gear pair 40 to charge the battery 81.

[0100] like Figure 12 As shown, if the driving mode is heavy braking energy recovery mode, the first power transmission component 12 is disconnected, while the second power transmission component 80 is engaged with the second motor 30, and the third power transmission component 52 is fixedly connected to the input shaft and intermediate shaft of the gearbox 51. The wheels drive the first motor 20 and the second motor 30 to rotate, charging the battery 81.

[0101] like Figure 13 As shown, if the driving mode is mild braking energy recovery mode, the first power transmission component 12 is disconnected, and the second motor transmission component 80 is engaged with the second motor 30. The wheels drive the second motor 30 to rotate, charging the battery 81.

[0102] like Figure 14 As shown, if the driving mode is series hybrid mode, the generator 10 and the second motor 30 are started, and the first power transmission component 12 is engaged. At the same time, the second motor transmission component 80 is engaged with the second motor 30, and the third power transmission component 52 is disconnected from the input shaft or intermediate shaft of the gearbox 51. The vehicle is driven by the second motor 30, and the engine 11 drives the first motor 20 to rotate to charge the battery 81.

[0103] like Figure 15 As shown, if the driving mode is a single motor driving mode, the second motor 30 is started, the second motor transmission component 80 engages with the second motor 30, and the vehicle is driven by the second motor 30.

[0104] like Figure 16 As shown, if the driving mode is engine drive mode, the generator 10 is started, the first power transmission component 12 is engaged, the first motor 20 is controlled to stop rotating, the second motor transmission component 80 is separated from the second motor 30, the third power transmission component 52 is fixedly connected to the input shaft and intermediate shaft of the gearbox 51, and the vehicle is driven by the engine 11.

[0105] like Figure 17 As shown, if the driving mode is the dual-motor driving mode, the first motor 20 and the second motor 30 are started, the first power transmission component 12 is separated, the second motor transmission component 80 is engaged with the second motor 30, and the third power transmission component 52 is fixedly connected to the input shaft and intermediate shaft of the gearbox 51, and the vehicle is driven by the first motor 20 and the second motor 30.

[0106] like Figure 18 As shown, if the driving mode is parallel hybrid driving mode, the generator 10, the first motor 20 and the second motor 30 are started, the first power transmission component 12 is engaged, the second motor transmission component 80 is engaged with the second motor 30, and the third power transmission component 52 is fixedly connected to the input shaft and intermediate shaft of the gearbox 51. The vehicle is driven by the engine 11, the first motor 20 and the second motor 30.

[0107] In one embodiment, a vehicle is provided, the vehicle including a drive system as described in the above embodiment. The drive system includes an engine system 10, a first motor 20, a second motor 30, a gear pair 40, a transmission mechanism 50, and a final drive 60. The power output end of the engine system 10 is connected to the power input end of the gear pair 40, the power output end of the first motor 20 is connected to the other power input end of the gear pair 40, the power output end of the gear pair 40 is connected to the power input end of the transmission mechanism 50, the power output end of the transmission mechanism 50 is connected to the power input end of the final drive 60, and the second motor 30 is connected to the final drive 60. The gear pair 40 is used to couple the power output from the engine 11 and the power output from the first motor 20, and output coupled power to the transmission mechanism 50. The transmission mechanism 50 is used to connect or disconnect the power transmission channel with the final drive 60, and when the power transmission channel with the final drive 60 is connected, to perform gear shifting processing on the coupled power.

[0108] In this embodiment, the linkage between the engine system 10 and the first motor 20 is achieved through a gear pair 40. The power output from the engine system 10 can drive the gear pair 40 to rotate, and the gear pair 40 can drive the first motor 20 to rotate; or the power output from the engine system 10 and the first motor 20 can be coupled through the gear pair 40, and the coupled power can be output to the wheels in sequence through the transmission mechanism 50 and the final reducer 60.

[0109] The second motor 30 is connected to the main reducer 60. The second motor 30 can be installed on the power input shaft of the main reducer 60, that is, before the power of the second motor 30 is transmitted to the wheels, the main reducer 60 reduces the power output of the second motor 30, which can improve the safety of vehicle driving.

[0110] The second motor 30 can also be directly mounted on the power output shaft of the main reducer 60 to reuse the power output shaft of the main reducer 60. That is, when the second motor 30 needs to output power, it can directly use the power output shaft of the main reducer 60 as its own power output shaft to drive it to rotate and output power to the wheels. This avoids setting the second motor 30 in the drive system through a complex connection mechanism, effectively reducing the number of parts and reducing the structural complexity of the drive system.

[0111] The transmission mechanism 50 can connect or disconnect the power between the transmission mechanism 50 and the main reducer 60 by controlling the transmission or blocking of the internal power.

[0112] The vehicle provided in this application embodiment includes the drive system described in the above embodiments. The drive system includes an engine system, a first motor, a second motor, a gear pair, a transmission mechanism, and a final reducer. The power output end of the engine is connected to the power input end of the gear pair, the power output end of the first motor is connected to the other power input end of the gear pair, the power output end of the gear pair is connected to the power input end of the transmission mechanism, the power output end of the transmission mechanism is connected to the power input end of the final reducer, and the second motor is connected to the final reducer. The drive system provided in this application embodiment can realize the transmission and blocking of power output from the engine and / or the first motor through the transmission mechanism. The engine system, gear pair, and transmission mechanism cooperate with each other to realize multiple driving modes of the vehicle. That is, the vehicle provided in this application embodiment, while ensuring multiple driving modes, can avoid the use of complex structures such as planetary gear trains, effectively reducing vehicle parts, reducing the structural complexity of the vehicle, and thus effectively reducing vehicle costs.

[0113] It should be noted that although the operations of the method of the present invention are described in a specific order in the accompanying drawings, this does not require or imply that these operations must be performed in that specific order, or that all of the operations shown must be performed to achieve the desired result. On the contrary, the steps depicted in the flowchart may be performed in a different order. Additionally or alternatively, certain steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps.

[0114] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. A drive system, characterized in that, The system includes an engine system, a first motor, a second motor, a gear pair, a transmission mechanism, a main reducer, and a second power transmission component. The transmission mechanism includes a gearbox and a third power transmission component. The power output end of the engine system is connected to the power input end of the gear pair. The power output end of the first motor is connected to the other power input end of the gear pair. The power output end of the gear pair is connected to the power input end of the transmission mechanism. The power output end of the transmission mechanism is connected to the power input end of the main reducer. The two ends of the third power transmission component are respectively connected to the input shaft and intermediate shaft of the gearbox. The second motor is mounted on the power output shaft of the main reducer. The second power transmission component is fixedly connected to the power output shaft of the main reducer and can be selectively connected to the second motor. The gear pair is used to couple the power output by the engine system and the power output by the first motor, and to output the coupled power to the transmission mechanism; The transmission mechanism is used to connect the input shaft and the intermediate shaft through the third power transmission component to connect the power transmission channel between the gearbox and the main reducer; Alternatively, the connection between the input shaft and the intermediate shaft can be disconnected via the third power transmission component, thereby disconnecting the power transmission channel between the gearbox and the main reducer. And for performing gear shifting processing on the coupled power when in power connection with the main reducer; The second power transmission component is used to engage or disengage with the second motor to perform power coupling or power decoupling between the main reducer and the second motor; The second power transmission component is specifically used to disconnect from the second motor in engine direct drive mode; In series hybrid drive mode, parallel hybrid drive mode, single motor drive mode, dual motor drive mode, heavy regenerative braking mode, and light regenerative braking mode, it engages with the second motor; in heavy regenerative braking mode, the mechanical energy of the wheel rotation and the mechanical energy of the motor rotation are converted into the electrical energy required by the vehicle; in light regenerative braking mode, the mechanical energy of the first motor and / or the second motor rotation is converted into the electrical energy required by the vehicle.

2. The drive system according to claim 1, characterized in that, The engine system includes an engine and a first power transmission component. The power output end of the engine is connected to the power input end of the first power transmission component, and the power output end of the first power transmission component is connected to the power input end of the gear pair. The first power transmission component is used to connect or disconnect the power connection between the engine and the gear pair.

3. The drive system according to claim 1, characterized in that, The second power transmission component is a synchronizer.

4. The drive system according to claim 1, characterized in that, The drive system also includes a battery assembly connected to the first motor and the second motor. The battery assembly is used to power the first motor and / or the second motor, or to charge the first motor and / or the second motor.

5. The drive system according to claim 4, characterized in that, The battery assembly includes a battery, a first inverter, and a second inverter. The first inverter is connected to the first motor and the battery, respectively, and the second inverter is connected to the second motor and the battery, respectively.

6. The drive system according to claim 2, characterized in that, The drive system also includes a vehicle controller, an engine controller, a first motor controller, a second motor controller, a shift controller, and a brake controller. The vehicle controller is connected to the engine controller, the first motor controller, the second motor controller, the shift controller, the brake controller, the first power transmission component, and the second power transmission component, respectively; the engine controller is connected to the engine system, the first motor controller is connected to the first motor, the second motor controller is connected to the second motor, the shift controller is connected to the transmission mechanism, and the brake controller is connected to the wheels.

7. A drive control method, characterized in that, Applied to the drive system as described in any one of claims 1-6, the method comprises: The driving mode of the vehicle is determined based on the vehicle's status parameters; the status parameters include at least one of the vehicle's required power, current speed, and battery charge. The vehicle is driven based on the driving mode.

8. The drive control method according to claim 7, characterized in that, Determining the vehicle's driving mode based on the vehicle's state parameters includes: The vehicle's driving state is determined based on the vehicle's required power and the current speed; the vehicle's driving state includes parking state, braking state, low power requirement state, medium power requirement state, and high power requirement state. The driving mode is determined based on the vehicle's driving status and the battery level.

9. The drive control method according to claim 8, characterized in that, Determining the vehicle's driving status based on the required power of the entire vehicle and the current speed includes: If the required power of the vehicle is less than or equal to 0, and the current speed is equal to 0, then the vehicle's driving state is determined to be a parked state. If the required power of the vehicle is less than or equal to 0 and the current speed is greater than 0, then the vehicle driving state is determined to be braking state. If the total vehicle power requirement is less than or equal to the first power, then the vehicle driving state is determined to be a low power requirement state. If the total power demand of the vehicle is greater than the first power and less than the second power, then the vehicle driving state is determined to be a medium power demand state. If the total power demand of the vehicle is greater than the second power, then the vehicle driving state is determined to be a high power demand state.

10. The drive control method according to claim 8, characterized in that, Determining the driving mode based on the vehicle's driving status and the battery charge includes: If the vehicle is parked and the battery charge is less than a first charge threshold, then the driving mode is determined to be idle power generation mode. If the vehicle is in a braking state and the battery charge is less than or equal to the second charge threshold, then the driving mode is determined to be a heavy braking energy recovery mode. If the vehicle is in a braking state and the battery charge is greater than the second charge threshold, then the driving mode is determined to be a mild braking energy recovery mode. If the vehicle is in a low power demand state and the battery charge is less than or equal to a third charge threshold, then the driving mode is determined to be a series hybrid mode. If the vehicle is in a low-power demand state and the battery charge is greater than the third charge threshold, then the driving mode is determined to be a single-motor driving mode. If the vehicle is in a medium power demand state and the battery charge is less than or equal to a third charge threshold, then the driving mode is determined to be engine driving mode. If the vehicle is in a medium power demand state and the battery charge is greater than the third charge threshold, then the driving mode is determined to be a dual-motor driving mode. If the vehicle is in a high-power demand state, then the driving mode is determined to be a parallel hybrid mode.

11. The method according to claim 7, characterized in that, The driving of the vehicle based on the driving mode includes: If the driving mode is the idle power generation mode, the engine is started and the first power transmission component is engaged. The engine drives the first motor to rotate through the gear pair to charge the battery. If the driving mode is a heavy braking energy recovery mode or a light braking energy recovery mode, the first power transmission component is disconnected, and the vehicle causes the first motor and / or the second motor to rotate to charge the battery; If the driving mode is a series hybrid mode, the engine and the second motor are started, the first power transmission component is engaged, the second motor drives the vehicle to move, and the engine drives the first motor to rotate to charge the battery. If the driving mode is a single-motor driving mode, then the second motor is started, and the vehicle is driven by the second motor. If the driving mode is engine driving mode, then the engine is started, the first power transmission component is engaged, and the first motor is controlled to stop rotating, so that the vehicle is driven by the engine. If the driving mode is a dual-motor driving mode, then the first motor and the second motor are started, the first power transmission component is separated, and the vehicle is driven by the first motor and the second motor. If the driving mode is a parallel hybrid driving mode, then the engine, the first motor and the second motor are started, the first power transmission component is engaged, and the vehicle is driven by the engine, the first motor and the second motor.

12. A vehicle, characterized in that, The vehicle includes the drive system as described in any one of claims 1-6.

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