Drive system, vehicle, and control method of drive system

Abstract

The invention discloses a driving system, a vehicle and a control method of the driving system, and belongs to the field of vehicles. The driving system comprises a first power assembly, an output shaft, a first transmission, a first motor and a second transmission. The input end of the first transmission is in dynamic coupling connection with the output end of the first power assembly, and each stage of output end is selectively in dynamic coupling connection with the output shaft; the input end of the second transmission is in dynamic coupling connection with the output end of the first motor, and each stage of output end is selectively in dynamic coupling connection with the output shaft. The first power assembly and the first motor are two independent driving units on the transmission path, the first power assembly can be output through the corresponding first transmission, the first motor can be output through the corresponding second transmission, and when one driving unit shifts gears, the first transmission can be driven by the first motor to shift gears. The other driving unit can output peak torque and power to make up for power loss of the gear shifting unit, and therefore gear shifting power is not interrupted.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a drive system, a vehicle, and a control method for the drive system. Background Art

[0002] In the related art, the vehicle's drive system will inevitably produce a power interruption when switching gears. Under complex road conditions, the vehicle can only lock the gear to avoid gear shifting shock and gear shifting failure when climbing a hill with a heavy load. This has great limitations and needs to be improved. Summary of the Invention

[0003] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application proposes a drive system, a vehicle and a control method for the drive system, which can achieve uninterrupted power during gear shifting.

[0004] In a first aspect, the present application provides a drive system for a vehicle, the drive system comprising:

[0005] a first power assembly, the first power assembly comprising an engine, a second motor, a third motor, and a planetary gear mechanism, the engine, the second motor, and the third motor being connected to three rotating elements of the planetary gear mechanism in a one-to-one correspondence, and one of the three rotating elements of the planetary gear mechanism being configured as an output end of the first power assembly;

[0006] output shaft;

[0007] a first transmission, the input end of which is dynamically coupled to the output end of the first power assembly, and the output ends of each stage are selectively dynamically coupled to the output shaft;

[0008] First motor;

[0009] The second transmission has an input end dynamically coupled to the output end of the first motor, and each output end can be selectively dynamically coupled to the output shaft.

[0010] According to the drive system of the present application, by setting up a first transmission and a second transmission, the first power assembly and the first motor are two independent drive units on the transmission path. The first power assembly can be output through the corresponding first transmission, and the first motor can be output through the corresponding second transmission. When one of the drive units shifts gears, the other drive unit can output peak torque and power to make up for the power loss of the shifting unit, thereby achieving uninterrupted shifting power.

[0011] According to one embodiment of the present application, the engine is power-coupled to the planetary carrier of the planetary gear mechanism, the second motor is power-coupled to the sun gear of the planetary gear mechanism, and the third motor is power-coupled to the outer ring gear of the planetary gear mechanism.

[0012] According to one embodiment of the present application, the first transmission includes:

[0013] a first input shaft configured as an input end of the first transmission;

[0014] a first intermediate shaft, dynamically coupled to the first input shaft;

[0015] a first clutch group, for coupling the output shaft to the first input shaft or coupling the output shaft to the first intermediate shaft;

[0016] The second transmission includes:

[0017] a second input shaft configured as an input end of the second transmission;

[0018] a second intermediate shaft, dynamically coupled to the second input shaft;

[0019] The second clutch group is used to connect the output shaft with the second input shaft or connect the output shaft with the second intermediate shaft.

[0020] According to one embodiment of the present application, the driving system of the vehicle has a stop mode, in which the engine is stopped, the first to third motors are in free mode, and the first clutch group and the second clutch group are both in a disengaged state.

[0021] According to one embodiment of the present application, the driving system of the vehicle has a parking power generation mode. In the parking power generation mode, the engine is working, the second motor and the third motor generate electricity, and the first clutch group and the second clutch group are both in a disengaged state.

[0022] According to one embodiment of the present application, the drive system of the vehicle has a pure electric mode. In the pure electric mode, the engine is stopped, the first motor is in a free mode, the second motor and the third motor are in a torque mode, the first clutch group is used to combine the output shaft with the first input shaft or to combine the output shaft with the first intermediate shaft, and the second clutch group is used to combine the output shaft with the second input shaft or to combine the output shaft with the second intermediate shaft.

[0023] According to one embodiment of the present application, the drive system of the vehicle has a hybrid mode. In the hybrid mode, the engine is working, the second motor and the third motor are in torque mode, the first motor is in speed mode, the first clutch group is used to combine the output shaft with the first input shaft or to combine the output shaft with the first intermediate shaft, and the second clutch group is used to combine the output shaft with the second input shaft or to combine the output shaft with the second intermediate shaft.

[0024] According to one embodiment of the present application, the drive system of the vehicle has an engine direct drive mode. In the engine direct drive mode, the engine is working, the third motor is in a free mode, the first clutch group is used to combine the output shaft with the first input shaft, and the second clutch group is in a disengaged state.

[0025] According to one embodiment of the present application, the first clutch group includes first to third clutches, and the second clutch group includes fourth to sixth clutches;

[0026] The first transmission includes a first input gear at an input end and first to fourth output gears at an output end. The first input gear at the input end is provided at the input end of the first transmission and meshes with the first intermediate shaft input gear on the first intermediate shaft. The first to fourth output gears at the output end mesh with the first to fourth output gears of the first intermediate shaft on a one-to-one basis. The first to fourth output gears at the output end are loosely mounted on the output shaft. A first clutch is used to couple the output shaft with the first input gear at the input end or the first output gear at the output end. A second clutch is used to couple the output shaft with the second output gear at the output end or the third output gear at the output end. The third clutch is used to couple the output shaft with the fourth output gear at the output end.

[0027] The second transmission includes a second input gear at the input end and fifth to eighth output gears at the output end. The second input gear at the input end is arranged on the second input shaft and meshes with the second intermediate shaft input gear on the second intermediate shaft. The fifth to eighth output gears at the output end mesh with the fifth to eighth output gears of the second intermediate shaft on the second intermediate shaft in a one-to-one correspondence. The second input gear at the input end and the fifth to eighth output gears at the output end are loosely mounted on the output shaft. A fourth clutch is used to couple the output shaft with the second input gear at the input end or to couple the output shaft with the fifth output gear at the output end. A fifth clutch is used to couple the output shaft with the sixth output gear at the output end or to couple the output shaft with the seventh output gear at the output end. The sixth clutch is used to couple the output shaft with the eighth output gear at the output end.

[0028] According to one embodiment of the present application, the first clutch group includes a first clutch and a second clutch, and the second clutch group includes a fourth clutch and a fifth clutch;

[0029] The first transmission includes a first input gear at an input end and first to third output gears at an output end. The first input gear at the input end is provided at the input end of the first transmission and is in dynamic engagement with the first intermediate shaft input gear on the first intermediate shaft. The first to third output gears at the output end are in one-to-one engagement with the first to third input gears of the first intermediate shaft on the first intermediate shaft. The first to third output gears at the output end are loosely mounted on the output shaft. A first clutch is used to couple the output shaft with the first input gear at the input end or the first output gear at the output end. A second clutch is used to couple the output shaft with the second output gear at the output end or the third output gear at the output end.

[0030] The second transmission includes a second input gear at the input end and fifth to seventh output gears at the output end. The second input gear at the input end is arranged on the second input shaft and meshes with the first input gear of the second intermediate shaft on the second intermediate shaft. The fifth to seventh output gears at the output end mesh with the fifth to seventh output gears of the second intermediate shaft of the second intermediate shaft in a one-to-one correspondence. The second input gear at the input end and the fifth to seventh output gears at the output end are loosely mounted on the output shaft. A fourth clutch is used to combine the output shaft with the second input gear at the input end or to combine the output shaft with the fifth output gear at the output end. The fifth clutch is used to combine the output shaft with the sixth output gear at the output end or to combine the output shaft with the seventh output gear at the output end.

[0031] According to one embodiment of the present application, the first clutch group includes a first clutch and a second clutch, and the second clutch group includes a fourth clutch and a fifth clutch;

[0032] The first transmission includes a first input gear at an input end, a first output gear at an output end, and a second output gear at an output end. The first input gear at the input end is provided at the input end of the first transmission and is in dynamic engagement with the first intermediate shaft input gear on the first intermediate shaft. The first output gear at the output end is in engagement with the first output gear of the first intermediate shaft. The second output gear at the output end is in engagement with the second output gear of the first intermediate shaft. Both the first output gear at the output end and the second output gear at the output end are loosely mounted on the output shaft. A first clutch is used to couple the output shaft to the first input gear at the input end or to couple the output shaft to the first output gear at the output end. A second clutch is used to couple the output shaft to the second output gear at the output end.

[0033] The second transmission includes a second input gear at the input end, a fifth output gear at the output end, and a sixth output gear at the output end. The second input gear at the input end is arranged on the second input shaft and meshes with the first input gear of the second intermediate shaft on the second intermediate shaft. The fifth output gear at the output end meshes with the fifth output gear of the second intermediate shaft. The sixth output gear at the output end meshes with the sixth output gear of the second intermediate shaft. The second input gear at the input end, the fifth output gear at the output end, and the sixth output gear at the output end are all loosely mounted on the output shaft. The fourth clutch is used to combine the output shaft with the second input gear at the input end or to combine the output shaft with the fifth output gear at the output end. The fifth clutch is used to combine the output shaft with the sixth output gear at the output end.

[0034] According to one embodiment of the present application, the first clutch group includes a first clutch, and the second clutch group includes a fourth clutch;

[0035] The first transmission includes a first input gear at an input end and a first output gear at an output end. The first input gear at the input end is provided at the input end of the first transmission and meshes with the first intermediate shaft input gear on the first intermediate shaft. The first output gear at the output end meshes with the first intermediate shaft first output gear on the first intermediate shaft. The first output gear at the output end is loosely mounted on the output shaft. The first transmission is used to couple the output shaft with the first input shaft or to couple the output shaft with the first output gear at the output end.

[0036] The second transmission includes a second input gear at the input end and a fifth output gear at the output end. The second input gear at the input end is arranged on the second input shaft and meshes with the second intermediate shaft input gear on the second intermediate shaft. The fifth output gear at the output end is meshed with the second intermediate shaft fifth output gear on the second intermediate shaft. The second input gear at the input end and the fifth output gear at the output end are loosely mounted on the output shaft. The fourth clutch is used to combine the output shaft with the second input gear at the input end or to combine the output shaft with the fifth output gear at the output end.

[0037] According to one embodiment of the present application, the first transmission and the second transmission have the same number of gears, and the reduction ratios of the gears are the same.

[0038] In a second aspect, the present application provides a vehicle comprising the drive system described in any one of the above embodiments.

[0039] In a third aspect, the present application provides a control method for a drive system, comprising:

[0040] Obtain the vehicle's speed and the state of charge of the vehicle's power battery;

[0041] An operating mode of the drive system is determined based on a driving speed of the vehicle and a state of charge of a power battery of the vehicle.

[0042] According to one embodiment of the present application, determining the operating mode of the drive system based on the vehicle's driving speed and the state of charge of the vehicle's power battery includes:

[0043] When the driving speed is zero and the state of charge is less than a first power threshold, controlling the drive system to a shutdown power generation mode; and / or,

[0044] When the driving speed is zero and the state of charge is greater than or equal to the first power threshold, the drive system is controlled to operate in a stop mode.

[0045] According to one embodiment of the present application, determining the operating mode of the drive system based on the vehicle's driving speed and the state of charge of the vehicle's power battery includes:

[0046] When the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is less than or equal to a second charge threshold, controlling the drive system to operate in a hybrid mode; and / or,

[0047] When the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is greater than a second charge threshold, the drive system is controlled to operate in a pure electric mode.

[0048] According to one embodiment of the present application, determining the operating mode of the drive system based on the vehicle's driving speed and the state of charge of the vehicle's power battery includes:

[0049] When the driving speed is greater than a second speed threshold and the state of charge is less than or equal to a second power threshold, controlling the drive system to operate in engine direct drive; and / or,

[0050] When the driving speed is greater than a second speed threshold and the state of charge is greater than a second power threshold, the drive system is controlled to operate in a pure electric mode.

[0051] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0053] Figure 1 This is one of the structural diagrams of the drive system provided in the embodiment of the present application;

[0054] Figure 2 This is the second structural diagram of the drive system provided in the embodiment of the present application;

[0055] Figure 3 This is the third structural diagram of the drive system provided in the embodiment of the present application;

[0056] Figure 4 This is the fourth structural diagram of the drive system provided in the embodiment of the present application;

[0057] Figure 5 It is a logical diagram of the control method of the drive system provided in an embodiment of the present application.

[0058] Reference numerals:

[0059] Engine 1, first motor 2, second motor 3, third motor 4, planetary gear mechanism 5, sun gear 51, outer ring gear 52, planet carrier 53, output shaft 6;

[0060] First transmission 7, first input shaft 71, first input gear 71a at input end, first intermediate shaft 72, first intermediate shaft input gear 72a, first intermediate shaft first output gear 73a, first intermediate shaft second output gear 73b, first intermediate shaft third output gear 73c, first intermediate shaft fourth output gear 73d, first output gear 74a, second output gear 74b, third output gear 74c, fourth output gear 74d at output end, first clutch K1, second clutch K2, third clutch K3;

[0061] The second transmission 8, the second input shaft 81, the second input gear 81a at the input end, the second intermediate shaft 82, the second intermediate shaft input gear 82a, the fifth output gear 83a of the second intermediate shaft, the sixth output gear 83b of the second intermediate shaft, the seventh output gear 83c of the second intermediate shaft, the eighth output gear 83d of the second intermediate shaft, the fifth output gear 84a at the output end, the sixth output gear 84b at the output end, the seventh output gear 84c at the output end, the eighth output gear 84d at the output end, the fourth clutch K4, the fifth clutch K5, and the sixth clutch K6. DETAILED DESCRIPTION

[0062] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and are not to be construed as limiting the present application.

[0063] Reference below Figure 1-Figure 5 A driving system, a vehicle, and a control method of the driving system according to embodiments of the present application are described.

[0064] like Figures 1-4 As shown, the drive system of an embodiment of the present application is applied to a vehicle, and the drive system includes: a first power assembly, an output shaft 6, a first transmission 7, a first motor 2 and a second transmission 8.

[0065] The first power assembly includes an engine 1 and at least one motor, and the engine 1 and the at least one motor can be coordinated through a planetary gear mechanism 5 .

[0066] The input end of the first transmission 7 is connected to the output end of the first power assembly in a power-coupled manner. The output ends of each stage of the first transmission 7 can be selectively connected to the output shaft 6 in a power-coupled manner.

[0067] The first power assembly is coupled to the output shaft 6 via a first transmission 7, thereby achieving power output of the first power assembly. The first power assembly is coupled to the output shaft 6 via a first transmission 7 with two intermediate shafts or three intermediate shafts and four gears.

[0068] The input end of the second transmission 8 is connected to the output end of the first motor 2 in a power-coupled manner, and the output ends of each stage of the second transmission 8 can be selectively connected to the output shaft 6 in a power-coupled manner.

[0069] The first motor 2 is coupled to the output shaft 6 via a second transmission 8, thereby outputting power from the first motor 2. The first motor 2 is coupled to the output shaft 6 via a second transmission 8 with two intermediate shafts or three intermediate shafts and four gears.

[0070] The first power assembly and the first motor 2 are decoupled from each other in terms of gear position, and can provide driving force and braking force respectively. At the same time, when one of the units is shifting gears (unable to output power), the other unit can output peak power to ensure that the total power output of the drive system meets driving requirements, thereby realizing gear shifting without power interruption.

[0071] In this embodiment, the number of gears of the first transmission 7 and the second transmission 8 can be adjusted to suit different vehicle models. If the vehicle's maximum speed requirement or escape torque requirement is low, a smaller number of gears can be used, such as three gears. If the selected motor has strong torque and power capabilities, the transmission gear can be further reduced to two gears. If the vehicle is seriously overloaded, or in order to further reduce the size and cost of the motor, the transmission gear can be increased to five gears or more.

[0072] According to the drive system provided in the embodiment of the present application, by setting the first transmission 7 and the second transmission 8, the first power assembly and the first motor 2 are two independent drive units on the transmission path. The first power assembly can be output through the corresponding first transmission 7, and the first motor 2 can be output through the corresponding second transmission 8. When one of the drive units shifts gears, the other drive unit can output peak torque and power to make up for the power loss of the shifting unit, thereby achieving uninterrupted shifting power.

[0073] In some embodiments, as Figures 1-4 As shown, the first power assembly includes an engine 1, a second motor 3, a third motor 4 and a planetary gear mechanism 5. The engine 1, the second motor 3, the third motor 4 are connected to the three rotating elements in the planetary gear mechanism 5 in a one-to-one correspondence, and one of the three rotating elements of the planetary gear mechanism 5 is constructed as the output end of the first power assembly.

[0074] The engine 1 , the second motor 3 , and the third motor 4 are coordinated through a planetary gear mechanism 5 .

[0075] In this embodiment, the dual-motor configuration, through the provision of second motor 3 and third motor 4, can compensate for the power loss of engine 1, resulting in strong power peaks on each output path. Consequently, when one of the first power assembly and first motor 2 shifts, the other can output peak torque and power to compensate for the power loss of the shifting unit, achieving uninterrupted power during shifting, making it particularly suitable for complex road conditions with heavy loads.

[0076] In some embodiments, as Figures 1-4 As shown, the engine 1 is power-coupled to the planetary carrier 53 of the planetary gear mechanism 5 , the second motor 3 is power-coupled to the sun gear 51 of the planetary gear mechanism 5 , and the third motor 4 is power-coupled to the outer ring gear 52 of the planetary gear mechanism 5 .

[0077] In this embodiment, the rotor of the third motor 4 is integrated with the outer ring gear 52 of the planetary gear mechanism 5, which saves the axial arrangement space of the drive system and improves the compactness of the drive system.

[0078] In some embodiments, as Figures 1-4 As shown, the first transmission 7 includes: a first input shaft 71, a first intermediate shaft 72 and a first clutch group; the first input shaft 71 is configured as the input end of the first transmission 7; the first intermediate shaft 72 is power-coupled with the first input shaft 71; the first clutch group is used to connect the output shaft 6 with the first input shaft 71 or connect the output shaft 6 with the first intermediate shaft 72;

[0079] The first clutch group may include a plurality of clutches, and the number of clutches is determined according to the number of gears of the first transmission 7 .

[0080] The second transmission 8 includes: a second input shaft 81, a second intermediate shaft 82 and a second clutch group; the second input shaft is constructed as the input end of the second transmission 8; the second intermediate shaft 82 is power-coupled with the second input shaft 81; the second clutch group is used to combine the output shaft 6 with the second input shaft 81 or to combine the output shaft 6 with the second intermediate shaft 82.

[0081] The second clutch group may include multiple clutches, and the number of clutches is determined according to the number of gears of the second transmission 8 .

[0082] The first intermediate shaft 72 and the first input shaft 71 may be connected to each other through gear meshing power coupling, and the second intermediate shaft 82 and the second input shaft 81 may be connected to each other through gear meshing power coupling.

[0083] In some embodiments, as Figures 1-4 As shown, the reduction ratios of the first transmission 7 and the second transmission 8 are equal.

[0084] In this embodiment, the first transmission 7 and the second transmission 8 have the same number of gears, which reduces the difficulty of gear alignment and reduces installation and processing costs.

[0085] In some embodiments, the reduction ratios of the first transmission 7 and the second transmission 8 are not equal.

[0086] In this embodiment, the first transmission 7 and the second transmission 8 have different numbers of gears, so as to increase the types of working modes of the drive system.

[0087] The drive system of the vehicle provided in the present application may have multiple gears. For example, the drive system may have 2 gears, 3 gears, 4 gears, 5 gears or more gears.

[0088] In some embodiments, as Figure 1 As shown, the drive system of the vehicle provided in this application can be a 5-speed transmission.

[0089] The first clutch group includes the first clutch K1, the second clutch K2 and the third clutch K3, and the second clutch group includes the fourth clutch K4, the fifth clutch K5 and the sixth clutch K6;

[0090] The first transmission 7 includes a first input gear 71a at the input end, a first output gear 74a at the output end, a second output gear 74b at the output end, a third output gear 74c at the output end, and a fourth output gear 74d at the output end. The first input gear 71a at the input end is arranged at the input end of the first transmission 7 and meshes with the first intermediate shaft input gear 72a on the first intermediate shaft 72, the first output gear 74a at the output end meshes with the first intermediate shaft first output gear 73a on the first intermediate shaft 72, the second output gear 74b at the output end meshes with the first intermediate shaft second output gear 73b on the first intermediate shaft 72, and the third output gear 74c at the output end meshes with the first intermediate shaft third output gear 73 c is engaged, the fourth output gear 74d at the output end is engaged with the fourth output gear 73d of the first intermediate shaft on the first intermediate shaft 72, and the first output gear 74a, the second output gear 74b, the third output gear 74c and the fourth output gear 74d at the output end are all loosely mounted on the output shaft 6; the first clutch K1 is used to couple the output shaft 6 with the first input gear 71a at the input end or to couple the output shaft 6 with the first output gear 74a at the output end; the second clutch K2 is used to couple the output shaft 6 with the second output gear 74b at the output end or to couple the output shaft 6 with the third output gear 74c at the output end; and the third clutch K3 is used to couple the output shaft 6 with the fourth output gear 74d at the output end;

[0091] The second transmission 8 includes a second input gear 81a at the input end, a fifth output gear 84a at the output end, a sixth output gear 84b at the output end, a seventh output gear 84c at the output end, and an eighth output gear 84d at the output end. The second input gear 81a at the input end is provided on the second input shaft 81 and meshes with the second intermediate shaft input gear 82a on the second intermediate shaft 82. The fifth output gear 84a at the output end meshes with the second intermediate shaft fifth output gear 83a on the second intermediate shaft 82. The sixth output gear 84b at the output end meshes with the second intermediate shaft sixth output gear 83b on the second intermediate shaft 82. The seventh output gear 84c at the output end meshes with the second intermediate shaft seventh output gear 83c on the second intermediate shaft 82. The eighth output gear 84d is meshed with the eighth output gear 83d of the second intermediate shaft on the second intermediate shaft 82, and the second input gear 81a at the input end, the fifth output gear 84a at the output end, the sixth output gear 84b at the output end, the seventh output gear 84c at the output end and the eighth output gear 84d at the output end are loosely mounted on the output shaft 6; the fourth clutch K4 is used to combine the output shaft 6 with the second input gear 81a at the input end or to combine the output shaft 6 with the fifth output gear 84a at the output end; the fifth clutch K5 is used to combine the output shaft 6 with the sixth output gear 84b at the output end or to combine the output shaft 6 with the seventh output gear 84c at the output end; the sixth clutch K6 is used to combine the output shaft 6 with the eighth output gear 84d at the output end.

[0092] The first clutch K1 , the second clutch K2 , the third clutch K3 , the fourth clutch K4 , the fifth clutch K5 and the sixth clutch K6 are all connected to the output shaft 6 in a power-coupled manner.

[0093] In some embodiments, as Figure 2 As shown, the drive system of the vehicle provided in this application can be a 4-speed transmission.

[0094] The first clutch group includes the first clutch K1 and the second clutch K2, and the second clutch group includes the fourth clutch K4 and the fifth clutch K5;

[0095] The first transmission 7 includes a first input gear 71a at the input end, a first output gear 74a at the output end, a second output gear 74b at the output end, and a third output gear 74c at the output end. The first input gear 71a at the input end is arranged at the input end of the first transmission 7 and is power-engaged with the first intermediate shaft input gear 72a on the first intermediate shaft 72. The first output gear 74a at the output end is engaged with the first intermediate shaft first output gear 73a on the first intermediate shaft 72, and the second output gear 74b at the output end is engaged with the first intermediate shaft second output gear 73b on the first intermediate shaft 72. The first clutch K1 is used to couple the output shaft 6 with the first input gear 71a at the input end or the first output gear 74a at the output end. The second clutch K2 is used to couple the output shaft 6 with the second output gear 74b at the output end or the third output gear 74c at the output end.

[0096] The second transmission 8 includes a second input gear 81a at the input end, a fifth output gear 84a at the output end, a sixth output gear 84b at the output end, and a seventh output gear 84c at the output end. The second input gear 81a at the input end is provided on the second input shaft 81 and meshes with the first input gear of the second intermediate shaft 82 on the second intermediate shaft 82. The fifth output gear 84a at the output end meshes with the fifth output gear 83a of the second intermediate shaft 82. The sixth output gear 84b at the output end meshes with the sixth output gear 83b of the second intermediate shaft 82. The seventh output gear 84c at the output end meshes with the sixth output gear 83b of the second intermediate shaft 82. The gear 84c is engaged with the seventh output gear 83c of the second intermediate shaft 82, and the second input gear 81a at the input end, the fifth output gear 84a at the output end, the sixth output gear 84b at the output end and the seventh output gear 84c at the output end are loosely mounted on the output shaft 6; the fourth clutch K4 is used to combine the output shaft 6 with the second input gear 81a at the input end or to combine the output shaft 6 with the fifth output gear 84a at the output end, and the fifth clutch K5 is used to combine the output shaft 6 with the sixth output gear 84b at the output end or to combine the output shaft 6 with the seventh output gear 84c at the output end.

[0097] The first clutch K1 , the second clutch K2 , the fourth clutch K4 and the fifth clutch K5 are all connected to the output shaft 6 in a power-coupled manner.

[0098] In some embodiments, as Figure 3 As shown, the drive system of the vehicle provided in this application can be a 3-speed transmission.

[0099] The first clutch group includes the first clutch K1 and the second clutch K2, and the second clutch group includes the fourth clutch K4 and the fifth clutch K5;

[0100] The first transmission 7 includes a first input gear 71a at the input end, a first output gear 74a at the output end, and a second output gear 74b at the output end. The first input gear 71a is provided at the input end of the first transmission 7 and is power-engaged with the first intermediate shaft input gear 72a on the first intermediate shaft 72. The first output gear 74a at the output end is engaged with the first output gear 73a of the first intermediate shaft. The second output gear 74b at the output end is engaged with the second output gear 73b of the first intermediate shaft. Both the first output gear 74a and the second output gear 74b at the output end are loosely mounted on the output shaft 6. The first clutch K1 is used to couple the output shaft 6 to the first input gear 71a at the input end or to couple the output shaft 6 to the first output gear 74a at the output end. The second clutch K2 is used to couple the output shaft 6 to the second output gear 74b at the output end.

[0101] The second transmission 8 includes a second input gear 81a at the input end, a fifth output gear 84a at the output end and a sixth output gear at the output end. The second input gear 81a at the input end is set on the second input shaft 81 and is engaged with the first input gear of the second intermediate shaft 82 on the second intermediate shaft 82. The fifth output gear 84a at the output end is engaged with the fifth output gear 83a of the second intermediate shaft. The sixth output gear 84b at the output end is engaged with the sixth output gear 83b of the second intermediate shaft. The second input gear 81a at the input end, the fifth output gear 84a at the output end and the seventh output gear at the output end are all loosely mounted on the output shaft 6; the fourth clutch K4 is used to combine the output shaft 6 with the second input gear 81a at the input end or to combine the output shaft 6 with the fifth output gear 84a at the output end. The fifth clutch K5 is used to combine the output shaft 6 with the sixth output gear 84b at the output end.

[0102] The first clutch K1 , the second clutch K2 , the fourth clutch K4 and the fifth clutch K5 are all connected to the output shaft 6 in a power-coupled manner.

[0103] In some embodiments, as Figure 4 As shown, the drive system of the vehicle provided in this application can be a 2-speed transmission.

[0104] The first clutch group includes the first clutch K1, and the second clutch group includes the fourth clutch K4;

[0105] The first transmission 7 includes an input-end first input gear 71a and an output-end first output gear 74a. The input-end first input gear 71a is provided at the input end of the first transmission 7 and meshes with the first intermediate shaft input gear 72a on the first intermediate shaft 72. The output-end first output gear 74a meshes with the first intermediate shaft first output gear 73a on the first intermediate shaft 72. The output-end first output gear 74a is loosely sleeved on the output shaft 6. The first transmission 7 is used to couple the output shaft 6 with the input-end first input gear 71a or to couple the output shaft 6 with the output-end first output gear 74a.

[0106] The second transmission 8 includes a second input gear 81a at the input end and a fifth output gear 84a at the output end. The second input gear 81a at the input end is arranged on the second input shaft 81 and is engaged with the second intermediate shaft input gear 82a on the second intermediate shaft 82. The fifth output gear 84a at the output end is engaged with the second intermediate shaft fifth output gear 83a on the second intermediate shaft 82. The second input gear 81a at the input end and the fifth output gear 84a at the output end are loosely mounted on the output shaft 6. The fourth clutch K4 is used to combine the output shaft 6 with the second input gear 81a at the input end or to combine the output shaft 6 with the fifth output gear 84a at the output end.

[0107] The vehicle drive system of the present application has at least the following five operating modes:

[0108] First, the vehicle's driving system has a stop mode. In the stop mode, the engine 1 is stopped, the first motor 2 to the third motor 4 are in a free mode, and the first clutch group and the second clutch group are both in a disengaged state.

[0109] In stop mode, no power is transmitted in the drive system.

[0110] Secondly, the vehicle's drive system has a parking power generation mode. In the parking power generation mode, the engine 1 is working, the second motor 3 and the third motor 4 generate electricity, and the first clutch group and the second clutch group are both in a disengaged state.

[0111] The first motor 2 and the second motor 3 continuously generate electricity to charge the vehicle power battery.

[0112] Third, the vehicle's drive system has a pure electric mode. In the pure electric mode, the engine 1 is stopped, the first motor 2 is in free mode, the second motor 3 and the third motor 4 are in torque mode, and the first clutch group is used to combine the output shaft 6 with the first input shaft 71 or the output shaft 6 with the first intermediate shaft 72. The second clutch group is used to combine the output shaft 6 with the second input shaft 81 or the output shaft 6 with the second intermediate shaft 82.

[0113] The first clutch group and the second clutch group enable the output shaft 6 to have the following four connection states:

[0114] First, the output shaft 6 is connected to the first input shaft 71 through power coupling, and the output shaft 6 is connected to the second input shaft 81 through power coupling.

[0115] Power transmission path: second motor 3 and third motor 4 → first input shaft 71 → output shaft 6 → second input shaft 81 → first motor 2, the first motor 2 is in a follow-up state, and the first motor 2 rotates with the third motor 4 at a certain speed ratio.

[0116] Second, the output shaft 6 is connected to the first intermediate shaft 72 by power coupling, and the output shaft 6 is connected to the second input shaft 81 by power coupling.

[0117] Power transmission path: second motor 3 and third motor 4 → first input shaft 71 → first intermediate shaft 72 → output shaft 6 → second input shaft 81 → first motor 2, the first motor 2 is in a following rotation state, and the first motor 2 rotates with the third motor 4 at a certain speed ratio.

[0118] Third, the output shaft 6 is connected to the first input shaft 71 by power coupling, and the output shaft 6 is connected to the second intermediate shaft 82 by power coupling.

[0119] Power transmission path: second motor 3 and third motor 4 → first input shaft 71 → output shaft 6 → second intermediate shaft 82 → second input shaft 81 → first motor 2, the first motor 2 is in a following rotation state, and the first motor 2 rotates with the third motor 4 at a certain speed ratio.

[0120] Fourth, the output shaft 6 is connected to the first intermediate shaft 72 by power coupling, and the output shaft 6 is connected to the second intermediate shaft 82 by power coupling.

[0121] Power transmission path: second motor 3 and third motor 4 → first input shaft 71 → first intermediate shaft 72 → output shaft 6 → second intermediate shaft 82 → second input shaft 81 → first motor 2, the first motor 2 is in a following rotation state, and the first motor 2 rotates with the third motor 4 at a certain speed ratio.

[0122] Fourth, the vehicle's drive system has a hybrid mode. In the hybrid mode, the engine 1 is operating, the second motor 3 and the third motor 4 are in a torque mode, the first motor 2 is in a speed mode, and the first clutch group is used to connect the output shaft 6 to the first input shaft 71 or to connect the output shaft 6 to the first intermediate shaft 72. The second clutch group is used to connect the output shaft 6 to the second input shaft 81 or to connect the output shaft 6 to the second intermediate shaft 82. The first clutch group and the second clutch group enable the output shaft 6 to have the following four connection states:

[0123] The first clutch group and the second clutch group enable the output shaft 6 to have the following four connection states:

[0124] First, the output shaft 6 is connected to the first input shaft 71 through power coupling, and the output shaft 6 is connected to the second input shaft 81 through power coupling.

[0125] Second, the output shaft 6 is connected to the first intermediate shaft 72 by power coupling, and the output shaft 6 is connected to the second input shaft 81 by power coupling.

[0126] Third, the output shaft 6 is connected to the first input shaft 71 by power coupling, and the output shaft 6 is connected to the second intermediate shaft 82 by power coupling.

[0127] Fourth, the output shaft 6 is connected to the first intermediate shaft 72 by power coupling, and the output shaft 6 is connected to the second intermediate shaft 82 by power coupling.

[0128] Fifth, the vehicle's drive system has an engine 1 direct drive mode. In the engine 1 direct drive mode, the engine 1 is working, the third motor 4 is in a free mode, the first clutch group is power-coupled with the first input shaft 71, and the second clutch group is in a disengaged state.

[0129] For example, Figure 2 Taking the four-speed transmission drive system in the example, the five working modes of the drive system are specifically explained:

[0130] Table 1 Four-speed transmission drive system working mode table

[0131]

[0132] Combined with Table 1 and Figure 2 , the switching process of the four-speed drive system in different working modes is specifically described. According to the characteristics of the shift mechanism, the shift speed difference should be comprehensively calibrated and optimized taking into account the shift success rate, shift time and fatigue wear of the shift gear. The 30r / min shift speed difference is only an example and can be other values.

[0133] 1. Stop mode → Stop power generation mode:

[0134] Initial state: the second motor 3, the third motor 4 and the first motor 2 all operate in free mode, and the engine 1 is in a stopped state.

[0135] Transition state: the second motor 3 and the third motor 4 enter the speed mode, controlling the speed of the second motor 3, the third motor 4 and the engine 1 to operate in the optimal economic zone.

[0136] Completion state: the engine 1 continuously operates and outputs power in the optimal economic zone, and the second motor 3 and the third motor 4 continuously generate electricity.

[0137] In the above process, the first clutch K1 , the second clutch K2 , the fourth clutch K4 and the fifth clutch K5 do not need to perform any shifting action.

[0138] Parking mode → Hybrid mode 1:

[0139] Initial state: the first clutch K1, the second clutch K2, the fourth clutch K4 and the fifth clutch K5 are in the intermediate state, the second motor 3 and the third motor 4 are in speed control mode, so that the engine 1 and the second motor 3 and the third motor 4 all operate in the optimal economic zone, the second motor 3 and the third motor 4 generate electricity simultaneously, and the output shaft 60 outputs torque.

[0140] Transition state: the third motor 4 controls the speed to 0±30r / min, the second motor 3 adjusts the speed so that the engine 1 still operates in the optimal economic zone, and the second clutch K2 is engaged to the right; at the same time, the first motor 2 controls the speed to 0±30r / min, and the fifth clutch K5 is engaged to the right.

[0141] Completion state: the third motor 4 and the first motor 2 enter the torque mode, the second motor 3 is still in the speed mode, the engine 1 is controlled to operate in the optimal economic zone, and the third motor 4 and the first motor 2 respond to the output torque or braking torque according to the throttle depth or brake depth.

[0142] During the above process, the engine 1 can continuously generate electricity in the optimal economic zone, thereby improving the SOC of the power battery.

[0143] 2. Hybrid Mode 1st Gear → Hybrid Mode 2nd Gear:

[0144] Initial state: the second clutch K2 is engaged to the right, the fifth clutch K5 is engaged to the right, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in speed mode, the engine 1 is controlled to operate in the optimal economic zone, the third motor 4 and the first motor 2 output torque according to the throttle depth response, and the vehicle speed continues to increase.

[0145] Transition state: In the first step, the third motor 4 outputs negative torque to offset the positive torque output by the engine 1 through the planetary gear mechanism 5, so that the first power component outputs 0 torque. At the same time, the first motor 2 outputs peak torque to compensate for the output torque loss of the first power component, and the second clutch K2 is disengaged to the middle position; in the second step, the third motor 4 controls the target speed of the 2nd gear by ±30r / min, and the second clutch K2 is engaged to the left; in the third step, the first power component resumes torque output, and the third motor 4 outputs peak torque, the first motor 2 outputs 0 torque, and the fifth clutch K5 is disengaged to the middle position; in the fourth step, the first motor 2 controls the target speed of the 2nd gear by ±30r / min, and the fifth clutch K5 is engaged to the left.

[0146] Completion state: the first motor 2 resumes torque output, the third motor 4 no longer outputs peak torque, and the first motor 2 and the third motor 4 output torque or braking torque according to the throttle depth or brake depth response.

[0147] During the above process, the engine 1 can continuously generate electricity in the optimal economic zone, thereby improving the SOC of the power battery.

[0148] 3. Hybrid Mode 2nd Gear → Hybrid Mode 3rd Gear:

[0149] Initial state: the second clutch K2 is engaged to the left, the fifth clutch K5 is engaged to the left, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in speed mode, the engine 1 is controlled to operate in the optimal economic zone, the third motor 4 and the first motor 2 output torque according to the throttle depth response, and the vehicle speed continues to increase.

[0150] Transition state: In the first step, the third motor 4 outputs negative torque to offset the positive torque output by the engine 1 through the planetary gear mechanism 5, so that the first power component outputs 0 torque. At the same time, the first motor 2 outputs peak torque to compensate for the output torque loss of the first power component, and the second clutch K2 is disengaged to the middle position; in the second step, the third motor 4 controls the 3rd gear target speed of ±30r / min, and the first clutch K1 is engaged to the right; in the third step, the first power component resumes torque output, and the third motor 4 outputs peak torque, the first motor 2 outputs 0 torque, and the fifth clutch K5 is disengaged to the middle position; in the fourth step, the first motor 2 controls the 3rd gear target speed of ±30r / min, and the fourth clutch K4 is engaged to the right.

[0151] Completion state: the first motor 2 resumes torque output, the third motor 4 no longer outputs peak torque, and the first motor 2 and the third motor 4 output torque or braking torque according to the throttle depth or brake depth response.

[0152] During the above process, the engine 1 can continuously generate electricity in the optimal economic zone, thereby improving the SOC of the power battery.

[0153] 4. Hybrid mode 3 gear → Hybrid mode 4 gear:

[0154] Initial state: the first clutch K1 is engaged to the right, the fourth clutch K4 is engaged to the right, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in speed mode, the engine 1 is controlled to operate in the optimal economic zone, the third motor 4 and the first motor 2 output torque according to the throttle depth response, and the vehicle speed continues to increase.

[0155] Transition state: In the first step, the third motor 4 outputs negative torque to offset the positive torque output by the engine 1 through the planetary gear mechanism 5, so that the first power component outputs 0 torque. At the same time, the first motor 2 outputs peak torque to compensate for the output torque loss of the first power component, and the first clutch K1 is disengaged to the middle position; in the second step, the third motor 4 controls the 4th gear target speed of ±30r / min, and the first clutch K1 is engaged to the left; in the third step, the first power component resumes torque output, and the third motor 4 outputs peak torque, the first motor 2 outputs 0 torque, and the fourth clutch K4 is disengaged to the middle position; in the fourth step, the first motor 2 controls the 4th gear target speed of ±30r / min, and the fourth clutch K4 is engaged to the left.

[0156] Completion state: the first motor 2 resumes torque output, the third motor 4 no longer outputs peak torque, and the first motor 2 and the third motor 4 output torque or braking torque according to the throttle depth or brake depth response.

[0157] During the above process, the engine 1 can continuously generate electricity in the optimal economic zone, thereby improving the SOC of the power battery.

[0158] 5. Hybrid mode 4th gear → Hybrid mode 3rd gear:

[0159] Initial state: the first clutch K1 is engaged to the left, the fourth clutch K4 is engaged to the left, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in speed mode, the engine 1 is controlled to operate in the optimal economic zone, the third motor 4 and the first motor 2 respond to the braking torque according to the braking depth, and the vehicle speed continues to decrease.

[0160] Transition state: In the first step, the third motor 4 outputs negative torque to offset the positive torque output by the engine 1 through the planetary gear mechanism 5, so that the first power component outputs 0 torque. At the same time, the first motor 2 outputs peak torque to compensate for the output torque loss of the first power component, and the first clutch K1 is disengaged to the middle position; in the second step, the third motor 4 controls the 3rd gear target speed of ±30r / min, and the first clutch K1 is engaged to the right; in the third step, the first power component resumes torque output, and the third motor 4 outputs peak torque, the first motor 2 outputs 0 torque, and the fourth clutch K4 is disengaged to the middle position; in the fourth step, the first motor 2 controls the 3rd gear target speed of ±30r / min, and the fourth clutch K4 is engaged to the right.

[0161] Completion state: the first motor 2 resumes torque output, the third motor 4 no longer outputs peak torque, and the first motor 2 and the third motor 4 output torque or braking torque according to the throttle depth or brake depth response.

[0162] During the above process, the engine 1 can continuously generate electricity in the optimal economic zone, thereby improving the SOC of the power battery.

[0163] 6. Hybrid mode 3 gear → Hybrid mode 2 gear:

[0164] Initial state: the first clutch K1 is engaged to the right, the fourth clutch K4 is engaged to the right, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in speed mode, the engine 1 is controlled to operate in the optimal economic zone, the third motor 4 and the first motor 2 respond to the braking torque according to the braking depth, and the vehicle speed continues to decrease.

[0165] Transition state: In the first step, the third motor 4 outputs negative torque to offset the positive torque output by the engine 1 through the planetary gear mechanism 5, so that the first power component outputs 0 torque. At the same time, the first motor 2 outputs peak torque to compensate for the output torque loss of the first power component, and the first clutch K1 is disengaged to the middle position; in the second step, the third motor 4 controls the target speed of the 2nd gear by ±30r / min, and the second clutch K2 is engaged to the left; in the third step, the first power component resumes torque output, and the third motor 4 outputs peak torque, the first motor 2 outputs 0 torque, and the fourth clutch K4 is disengaged to the middle position; in the fourth step, the first motor 2 controls the target speed of the 2nd gear by ±30r / min, and the fifth clutch K5 is engaged to the left.

[0166] Completion state: the first motor 2 resumes torque output, the third motor 4 no longer outputs peak torque, and the first motor 2 and the third motor 4 output torque or braking torque according to the throttle depth or brake depth response.

[0167] During the above process, the engine 1 can continuously generate electricity in the optimal economic zone, thereby improving the SOC of the power battery.

[0168] 7. Hybrid Mode 2nd Gear → Hybrid Mode 1st Gear:

[0169] Initial state: the second clutch K2 is engaged to the left, the fifth clutch K5 is engaged to the left, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in speed mode, the engine 1 is controlled to operate in the optimal economic zone, the third motor 4 and the first motor 2 respond to the braking torque according to the braking depth, and the vehicle speed continues to decrease.

[0170] Transition state: In the first step, the third motor 4 outputs negative torque to offset the positive torque output by the engine 1 through the planetary gear mechanism 5, so that the first power component outputs 0 torque. At the same time, the first motor 2 outputs peak torque to compensate for the output torque loss of the first power component, and the second clutch K2 is disengaged to the middle position; in the second step, the third motor 4 controls the target speed of 1st gear by ±30r / min, and the second clutch K2 is engaged to the right; in the third step, the first power component resumes torque output, and the third motor 4 outputs peak torque, the first motor 2 outputs 0 torque, and the fifth clutch K5 is disengaged to the middle position; in the fourth step, the first motor 2 controls the target speed of 1st gear by ±30r / min, and the fifth clutch K5 is engaged to the right.

[0171] Completion state: the first motor 2 resumes torque output, the third motor 4 no longer outputs peak torque, and the first motor 2 and the third motor 4 output torque or braking torque according to the throttle depth or brake depth response.

[0172] During the above process, the engine 1 can continuously generate electricity in the optimal economic zone, thereby improving the SOC of the power battery.

[0173] 8. Hybrid Mode 1st Gear → Parking Power Generation Mode:

[0174] Initial state: the second clutch K2 is engaged to the right, the fifth clutch K5 is engaged to the right, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in speed mode, the engine 1 is controlled to operate in the optimal economic zone, the third motor 4 and the first motor 2 respond to the braking torque according to the braking depth, and the vehicle speed continues to drop to 0 speed.

[0175] Transition state: In the first step, the third motor 4 outputs negative torque to offset the positive torque output by the engine 1 through the planetary gear mechanism 5, so that the first power component outputs 0 torque and the second clutch K2 is shifted to the middle position; in the second step, the speed of the engine 1 remains unchanged, and the third motor 4 controls the working speed to the combined optimal efficiency speed of the second motor 3 and the third motor 4.

[0176] Completion state: the second motor 3 and the third motor 4 generate electricity together, and the output shaft 60 outputs torque.

[0177] During the above process, the engine 1 can continuously generate electricity in the optimal economic zone, thereby improving the SOC of the power battery.

[0178] 9. Hybrid mode 1st gear → pure electric mode 1st gear, hybrid mode 2nd gear → pure electric mode 2nd gear, hybrid mode 3rd gear → pure electric mode 3rd gear, hybrid mode 4th gear → pure electric mode 4th gear:

[0179] Initial state: the clutch is in the corresponding gear position, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in speed mode, the engine 1 is controlled to operate in the optimal economic zone, the third motor 4 and the first motor 2 respond to the output torque or braking torque according to the throttle depth or brake depth, and the power battery SOC continues to rise.

[0180] Transition state: the engine 1 stops outputting power, and the second motor 3 controls the speed of the engine 1 to be 0.

[0181] Completion state: The second motor 3 switches from the speed mode to the free mode. Due to the large starting resistance of the engine 1, the second motor 3 is in the follow-up state, rotating with the output unit of the engine 1 (the speed of the third motor 4) at a certain speed ratio.

[0182] 10. Pure electric mode 1st gear → hybrid mode 1st gear, pure electric mode 2nd gear → hybrid mode 2nd gear, pure electric mode 3rd gear → hybrid mode 3rd gear, pure electric mode 4th gear → hybrid mode 4th gear:

[0183] Initial state: the clutch is in the corresponding gear position, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in free mode, the engine 1 is stopped and has no power output, the third motor 4 and the first motor 2 output torque or braking torque according to the throttle depth or brake depth response, and the power battery SOC decreases.

[0184] Transition state: the second motor 3 switches to the speed mode, adjusts the speed of the engine 1 so that it operates at the optimal economic range speed, and the engine 1 starts and outputs power.

[0185] Completion state: the second motor 3 operates in the speed mode to continuously generate electricity, the engine 1 continuously outputs power in the optimal economic zone, and the third motor 4 and the first motor 2 respond to output torque or braking torque according to the throttle depth or brake depth.

[0186] 11. Stop mode → Pure electric mode 1st gear:

[0187] Initial state: the first clutch K1 to the fifth clutch K5 are in the intermediate state, and the second motor 3, the third motor 4 and the first motor 2 are in the free mode.

[0188] Transition state: the third motor 4 controls the speed to 0±30r / min, the second motor 3 rotates freely, and the second clutch K2 is engaged to the right; at the same time, the first motor 2 controls the speed to 0±30r / min, and the fifth clutch K5 is engaged to the right.

[0189] Completion state: the third motor 4 and the first motor 2 enter the torque mode, the second motor 3 is still in the free mode, and the third motor 4 and the first motor 2 output torque or braking torque according to the throttle depth or brake depth response.

[0190] During the above process, the engine 1 is in a stopped state, and the output power of the drive system is provided by the power battery.

[0191] 12. Pure electric mode 1st gear → Pure electric mode 2nd gear:

[0192] Initial state: the second clutch K2 is engaged to the right, the fifth clutch K5 is engaged to the right, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in free mode, the third motor 4 and the first motor 2 output torque according to the throttle depth response, and the vehicle speed continues to increase.

[0193] Transition state: In the first step, the third motor 4 outputs 0 torque, and at the same time the first motor 2 outputs peak torque to compensate for the output torque loss of the third motor 4, and the second clutch K2 is disengaged to the middle position; in the second step, the third motor 4 controls the target speed of the 2nd gear by ±30r / min, and the second clutch K2 is engaged to the left; in the third step, the third motor 4 resumes torque output, and the third motor 4 outputs peak torque, the first motor 2 outputs 0 torque, and the fifth clutch K5 is disengaged to the middle position; in the fourth step, the first motor 2 controls the target speed of the 2nd gear by ±30r / min, and the fifth clutch K5 is engaged to the left.

[0194] Completion state: the first motor 2 resumes torque output, the third motor 4 no longer outputs peak torque, and the first motor 2 and the third motor 4 output torque or braking torque according to the throttle depth or brake depth response.

[0195] During the above process, the engine 1 is in a stopped state, and the output power of the drive system is provided by the power battery.

[0196] 13. Pure electric mode 2nd gear → Pure electric mode 3rd gear:

[0197] Initial state: the second clutch K2 is engaged to the left, the fifth clutch K5 is engaged to the left, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in free mode, the third motor 4 and the first motor 2 output torque according to the throttle depth response, and the vehicle speed continues to increase.

[0198] Transition state: In the first step, the third motor 4 outputs negative 0 torque, and at the same time the first motor 2 outputs peak torque to compensate for the output torque loss of the third motor 4, and the second clutch K2 is disengaged to the middle position; in the second step, the third motor 4 controls the target speed of the 3rd gear by ±30r / min, and the first clutch K1 is engaged to the right; in the third step, the third motor 4 resumes torque output, and the third motor 4 outputs peak torque, the first motor 2 outputs 0 torque, and the fifth clutch K5 is disengaged to the middle position; in the fourth step, the first motor 2 controls the target speed of the 3rd gear by ±30r / min, and the fourth clutch K4 is engaged to the right.

[0199] Completion state: the first motor 2 resumes torque output, the third motor 4 no longer outputs peak torque, and the first motor 2 and the third motor 4 output torque or braking torque according to the throttle depth or brake depth response.

[0200] During the above process, the engine 1 is in a stopped state, and the output power of the drive system is provided by the power battery.

[0201] 14. Pure electric mode 3rd gear → Pure electric mode 4th gear:

[0202] Initial state: the first clutch K1 is engaged to the right, the fourth clutch K4 is engaged to the right, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in free mode, the third motor 4 and the first motor 2 output torque according to the throttle depth response, and the vehicle speed continues to increase.

[0203] Transition state: In the first step, the third motor 4 outputs 0 torque, and at the same time the first motor 2 outputs peak torque to compensate for the output torque loss of the third motor 4, and the first clutch K1 is disengaged to the middle position; in the second step, the third motor 4 controls the 4th gear target speed by ±30r / min, and the first clutch K1 is engaged to the left; in the third step, the third motor 4 resumes torque output, and the third motor 4 outputs peak torque, the first motor 2 outputs 0 torque, and the fourth clutch K4 is disengaged to the middle position; in the fourth step, the first motor 2 controls the 4th gear target speed by ±30r / min, and the fourth clutch K4 is engaged to the left.

[0204] Completion state: the first motor 2 resumes torque output, the third motor 4 no longer outputs peak torque, and the first motor 2 and the third motor 4 output torque or braking torque according to the throttle depth or brake depth response.

[0205] During the above process, the engine 1 is in a stopped state, and the output power of the drive system is provided by the power battery.

[0206] 15. Pure electric mode 4th gear → Pure electric mode 3rd gear:

[0207] Initial state: the first clutch K1 is engaged to the left, the fourth clutch K4 is engaged to the left, the third motor 4 and the first motor 2 work in torque mode, the second motor 3 works in free mode, the third motor 4 and the first motor 2 respond to the braking torque according to the braking depth, and the vehicle speed continues to decrease.

[0208] Transition state: In the first step, the third motor 4 outputs 0 torque, and at the same time the first motor 2 outputs peak torque to compensate for the output torque loss of the third motor 4, and the first clutch K1 is disengaged to the middle position; in the second step, the third motor 4 controls the target speed of the 3rd gear by ±30r / min, and the first clutch K1 is engaged to the right; in the third step, the third motor 4 resumes torque output, and the third motor 4 outputs peak torque, the first motor 2 outputs 0 torque, and the fourth clutch K4 is disengaged to the middle position; in the fourth step, the first motor 2 controls the target speed of the 3rd gear by ±30r / min, and the fourth clutch K4 is engaged to the right.

[0209] Completion state: the first motor 2 resumes torque output, the third motor 4 no longer outputs peak torque, and the first motor 2 and the third motor 4 output torque or braking torque according to the throttle depth or brake depth response.

[0210] During the above process, the engine 1 is in a stopped state, and the output power of the drive system is provided by the power battery.

[0211] 16. Pure electric mode 3 gear → pure electric mode 2 gear:

[0212] Initial state: the first clutch K1 is engaged to the right, the fourth clutch K4 is engaged to the right, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in free mode, the third motor 4 and the first motor 2 respond to the braking torque according to the braking depth, and the vehicle speed continues to decrease.

[0213] Transition state: In the first step, the third motor 4 outputs 0 torque, and at the same time the first motor 2 outputs peak torque to compensate for the output torque loss of the third motor 4, and the first clutch K1 is disengaged to the middle position; in the second step, the third motor 4 controls the target speed of the 2nd gear by ±30r / min, and the second clutch K2 is engaged to the left; in the third step, the third motor 4 resumes torque output, and the third motor 4 outputs peak torque, the first motor 2 outputs 0 torque, and the fourth clutch K4 is disengaged to the middle position; in the fourth step, the first motor 2 controls the target speed of the 2nd gear by ±30r / min, and the fifth clutch K5 is engaged to the left.

[0214] Completion state: the first motor 2 resumes torque output, the third motor 4 no longer outputs peak torque, and the first motor 2 and the third motor 4 output torque or braking torque according to the throttle depth or brake depth response.

[0215] During the above process, the engine 1 is in a stopped state, and the output power of the drive system is provided by the power battery.

[0216] 17. Pure electric mode 2nd gear → Pure electric mode 1st gear:

[0217] Initial state: the second clutch K2 is engaged to the left, the fifth clutch K5 is engaged to the left, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in free mode, the third motor 4 and the first motor 2 respond to the braking torque according to the braking depth, and the vehicle speed continues to decrease.

[0218] Transition state: In the first step, the third motor 4 outputs 0 torque, and at the same time the first motor 2 outputs peak torque to compensate for the output torque loss of the third motor 4, and the second clutch K2 is disengaged to the middle position; in the second step, the third motor 4 controls the target speed of 1st gear by ±30r / min, and the second clutch K2 is engaged to the right; in the third step, the third motor 4 resumes torque output, and the third motor 4 outputs peak torque, the first motor 2 outputs 0 torque, and the fifth clutch K5 is disengaged to the middle position; in the fourth step, the first motor 2 controls the target speed of 1st gear by ±30r / min, and the fifth clutch K5 is engaged to the right.

[0219] Completion state: the first motor 2 resumes torque output, the third motor 4 no longer outputs peak torque, and the first motor 2 and the third motor 4 output torque or braking torque according to the throttle depth or brake depth response.

[0220] During the above process, the engine 1 is in a stopped state, and the output power of the drive system is provided by the power battery.

[0221] 18. Pure electric mode 1st gear → stop mode:

[0222] Initial state: the second clutch K2 is engaged to the right, the fifth clutch K5 is engaged to the right, the third motor 4 and the first motor 2 operate in torque mode, the second motor 3 operates in free mode, the third motor 4 and the first motor 2 respond to the braking torque according to the braking depth, and the vehicle speed continues to drop to 0 speed.

[0223] Transition state: the third motor 4 and the first motor 2 output 0 torque, and the second clutch K2 and the fifth clutch K5 are disengaged to the middle position.

[0224] Completion state: the third motor 4 and the first motor 2 operate in free mode, and the output shaft 60 outputs torque.

[0225] During the above process, the engine 1 is in a stopped state, and the output power of the drive system is provided by the power battery.

[0226] According to the drive system provided in the embodiment of the present application, the first power assembly and the first motor 2 are two independent drive units on the transmission path. The first power assembly can be output through the corresponding first transmission 7, and the first motor 2 can be output through the corresponding second transmission 8. When one of the drive units shifts gears, the other drive unit can output peak torque and power to make up for the power loss of the shifting unit, thereby achieving uninterrupted shifting power, which is more suitable for complex road conditions with heavy loads.

[0227] The drive system provided in the embodiment of the present application can output the first power assembly and the first motor 2 through an independent transmission, whether in pure electric mode or hybrid mode, so as to better take into account the needs of vehicle heavy-load escape, heavy-load continuous climbing and light-load high-speed cruising.

[0228] The present application also provides a vehicle comprising the drive system of any of the above embodiments.

[0229] The vehicle provided in accordance with the embodiments of the present application has a drive system in any of the above-mentioned embodiments. The drive system is provided with a first transmission 7 and a second transmission 8. The first power assembly and the first motor 2 are two independent drive units on the transmission path. The first power assembly can be output through the corresponding first transmission 7, and the first motor 2 can be output through the corresponding second transmission 8. When one of the drive units shifts gears, the other drive unit can output peak torque and power to make up for the power loss of the shifting unit, thereby achieving uninterrupted shifting power.

[0230] The present application also provides a control method for a drive system based on any one of the above embodiments, including: step 110 and step 120.

[0231] Step 110: Obtain the vehicle's speed and the state of charge of the vehicle's power battery.

[0232] Step 120 : Determine the operating mode of the drive system based on the vehicle's speed and the state of charge of the vehicle's power battery.

[0233] In this step, different driving system operating modes are selected according to the SOC state of the vehicle's power battery and the vehicle speed range. The dividing point of the SOC state and the dividing point of the vehicle's driving speed can be calibrated for optimal energy consumption according to actual scene road conditions.

[0234] According to the control method of the drive system provided in the embodiment of the present application, there is a drive system in any of the above embodiments, and the drive system is provided with a first transmission 7 and a second transmission 8. The first power assembly and the first motor 2 are two independent drive units on the transmission path. The first power assembly can be output through the corresponding first transmission 7, and the first motor 2 can be output through the corresponding second transmission 8. When one of the drive units shifts gears, the other drive unit can output peak torque and power to make up for the power loss of the shifting unit, thereby achieving uninterrupted shifting power.

[0235] In some embodiments, step 120 determines the operating mode of the drive system based on the vehicle's speed and the state of charge of the vehicle's power battery, including:

[0236] When the driving speed is zero and the state of charge is less than a first power threshold, the driving system is controlled to be in a shutdown power generation mode;

[0237] In this step, when the vehicle's speed is zero, the state of charge is less than the first power threshold, indicating that the battery power is insufficient. The controller controls the drive system to the shutdown power generation mode to charge the battery.

[0238] When the driving speed is zero and the state of charge is greater than or equal to a first power threshold, the drive system is controlled to operate in a stop mode.

[0239] In this step, when the vehicle's running speed is zero, a value greater than or equal to the first power threshold indicates that the battery power is sufficient, and the controller controls the drive system to the shutdown mode.

[0240] Among them, the first power threshold is the dividing point between sufficient power and insufficient power in the vehicle's power battery, and the optimal energy consumption calibration can be performed according to the actual scene and road conditions.

[0241] Exemplarily, the first power threshold may be 40% of the power of the vehicle's power battery.

[0242] In some embodiments, step 120 determines the operating mode of the drive system based on the vehicle's driving speed and the state of charge of the vehicle's power battery, including: when the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is less than or equal to a second power threshold, controlling the drive system to operate in hybrid mode.

[0243] Among them, the second power threshold is the dividing point between sufficient and insufficient power of the vehicle's power battery. The optimal energy consumption calibration can be performed according to the actual scene and road conditions. For example, the second power threshold can be 80% of the vehicle's power battery power.

[0244] The first speed threshold is a dividing point of the vehicle's driving speed, and the optimal energy consumption calibration can be performed according to the actual scene road conditions. For example, the first speed threshold can be 60% of the vehicle's maximum speed.

[0245] In this step, when 0<driving speed<60%*maximum vehicle speed and the state of charge ≤ the second power threshold, the drive system is controlled to operate in the hybrid mode to reduce fuel consumption.

[0246] In some embodiments, when the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is less than or equal to a second charge threshold, controlling the drive system to operate in a hybrid mode includes:

[0247] When 0<driving speed<20%*maximum vehicle speed and the state of charge is less than the first power threshold, the drive system is controlled to operate in hybrid mode 1st gear.

[0248] In some embodiments, when the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is less than or equal to a second charge threshold, controlling the drive system to operate in a hybrid mode includes:

[0249] When 0 < driving speed < 20% * maximum vehicle speed, and the first power threshold ≤ state of charge ≤ second power threshold, the drive system is controlled to operate in hybrid mode 1st gear.

[0250] In some embodiments, when the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is less than or equal to a second charge threshold, controlling the drive system to operate in a hybrid mode includes:

[0251] When 15%*maximum vehicle speed<driving speed<40%*maximum vehicle speed and the state of charge is less than a first power threshold, the drive system is controlled to operate in hybrid mode 1st gear.

[0252] In some embodiments, when the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is less than or equal to a second charge threshold, controlling the drive system to operate in a hybrid mode includes:

[0253] When 15%*maximum vehicle speed<driving speed<40%*maximum vehicle speed, and the first power threshold ≤ state of charge ≤ second power threshold, the drive system is controlled to operate in hybrid mode 2nd gear.

[0254] In some embodiments, when the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is less than or equal to a second charge threshold, controlling the drive system to operate in a hybrid mode includes:

[0255] When 35%*maximum vehicle speed < driving speed < 60%*maximum vehicle speed and the state of charge is less than a first power threshold, the drive system is controlled to operate in hybrid mode 3rd gear.

[0256] In some embodiments, when the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is less than or equal to a second charge threshold, controlling the drive system to operate in a hybrid mode includes:

[0257] When 15%*maximum vehicle speed < driving speed < 40%*maximum vehicle speed, and the first power threshold ≤ state of charge ≤ second power threshold, the drive system is controlled to operate in hybrid mode 3rd gear.

[0258] Step 120 determines the operating mode of the drive system based on the vehicle's speed and the state of charge of the vehicle's power battery, and further includes:

[0259] When the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is greater than a second power threshold, the drive system is controlled to operate in a pure electric mode.

[0260] In this step, the state of charge being greater than the second power threshold (80%) indicates that the vehicle's power battery has sufficient power. The controller controls the drive system to operate in pure electric mode, which not only improves driving stability but also further reduces fuel consumption.

[0261] In some embodiments, when the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is greater than a second charge threshold, controlling the drive system to operate in a pure electric mode includes:

[0262] When 0<driving speed<20%*maximum vehicle speed and the state of charge is greater than the second power threshold, the drive system is controlled to operate in pure electric mode 1st gear.

[0263] In some embodiments, when the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is greater than a second charge threshold, controlling the drive system to operate in a pure electric mode includes:

[0264] When 15%*maximum vehicle speed ≤ driving speed < 40%*maximum vehicle speed and the state of charge is greater than the second power threshold, the drive system is controlled to operate in pure electric mode 2nd gear.

[0265] In some embodiments, when the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is greater than a second charge threshold, controlling the drive system to operate in a pure electric mode includes:

[0266] When 35%*maximum vehicle speed ≤ driving speed < 60%*maximum vehicle speed and the state of charge is greater than the second power threshold, the drive system is controlled to operate in pure electric mode 3rd gear.

[0267] In some embodiments, when the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is greater than a second charge threshold, controlling the drive system to operate in a pure electric mode includes:

[0268] When the driving speed is greater than the second speed threshold (55%*maximum vehicle speed) and the state of charge is less than or equal to the second power threshold (80%), the driving system is controlled to operate in direct drive with the engine 1 .

[0269] The second speed threshold is a dividing point of the vehicle's driving speed, and the optimal energy consumption calibration can be performed according to the actual scene and road conditions. For example, the second speed threshold can be 55% of the vehicle's maximum speed.

[0270] In this step, when the vehicle is at a relatively high speed and the vehicle power battery is insufficient or relatively sufficient, the controller controls the drive system to operate with direct drive of the engine 1 so that the vehicle has greater power to travel.

[0271] In some embodiments, when the driving speed is greater than a second speed threshold and the state of charge is less than or equal to a second power threshold, controlling the drive system to operate in direct drive with the engine 1 includes:

[0272] When the driving speed is greater than the second speed threshold and the state of charge is less than the first power threshold, the driving system is controlled to operate in direct drive mode by the engine 1;

[0273] When the driving speed is greater than the second speed threshold and the first power threshold is less than or equal to the state of charge and less than or equal to the second power threshold, the driving system is controlled to operate in direct drive mode with the engine 1 .

[0274] In some embodiments, step 120 determines the operating mode of the drive system based on the vehicle's speed and the state of charge of the vehicle's power battery, including:

[0275] When the driving speed is greater than a second speed threshold and the state of charge is greater than a second power threshold, the drive system is controlled to operate in a pure electric mode.

[0276] In this step, when the driving speed is high and the battery power system has sufficient power, the controller controls the drive system to operate in pure electric mode to reduce fuel consumption.

[0277] For example, the five working modes of the drive system are specifically described by taking a four-speed transmission drive system as an example:

[0278] Table 2 Control method switching table of the four-speed transmission drive system

[0279]

[0280] The terms "first," "second," and the like in the specification and claims of this application are used to distinguish similar objects, and are not used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of this application can be implemented in an order other than that illustrated or described herein, and that the objects distinguished by "first," "second," and the like are generally of the same type, and do not limit the number of objects; for example, the first object can be one or more. In addition, the term "and / or" in the specification and claims refers to at least one of the connected objects, and the character " / " generally indicates that the objects connected are in an "or" relationship.

[0281] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0282] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0283] In the description of this application, “plurality” means two or more.

[0284] In the description of the present application, a first feature being “on” or “under” a second feature may include the first and second features being in direct contact with each other, or the first and second features being in contact with each other not directly but via another feature therebetween.

[0285] In the description of this application, a first feature “on”, “above” and “above” a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0286] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0287] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A drive system, characterized in that: Applied to a vehicle, the drive system comprises: a first power assembly comprising an engine, a second motor, a third motor, and a planetary gear mechanism, wherein the engine, the second motor, and the third motor are connected to three rotating elements of the planetary gear mechanism in a one-to-one correspondence, and one of the three rotating elements of the planetary gear mechanism is configured as an output end of the first power assembly; output shaft; a first transmission, the input end of which is dynamically coupled to the output end of the first power assembly, and the output ends of each stage are selectively dynamically coupled to the output shaft; First motor; The second transmission has an input end dynamically coupled to the output end of the first motor, and each output end can be selectively dynamically coupled to the output shaft.

2. The drive system according to claim 1, characterized in that The engine is dynamically coupled to the planetary carrier of the planetary gear mechanism, the second motor is dynamically coupled to the sun gear of the planetary gear mechanism, and the third motor is dynamically coupled to the outer ring gear of the planetary gear mechanism.

3. The drive system according to claim 1, characterized in that The first transmission comprises: a first input shaft configured as an input end of the first transmission; a first intermediate shaft, dynamically coupled to the first input shaft; a first clutch group, for coupling the output shaft to the first input shaft or coupling the output shaft to the first intermediate shaft; The second transmission includes: a second input shaft configured as an input end of the second transmission; a second intermediate shaft, dynamically coupled to the second input shaft; The second clutch group is used to connect the output shaft with the second input shaft or connect the output shaft with the second intermediate shaft.

4. The drive system according to claim 3, characterized in that: The drive system has a stop mode, in which the engine is stopped, the first to third motors are in a free mode, and the first clutch group and the second clutch group are both in a disengaged state; and / or, The drive system has a parking power generation mode, in which the engine is in operation, the second motor and the third motor generate power, and the first clutch group and the second clutch group are both in a disengaged state; and / or, The drive system has a pure electric mode, in which the engine is stopped, the first motor is in a free mode, the second motor and the third motor are in a torque mode, the first clutch group is used to connect the output shaft with the first input shaft or connect the output shaft with the first intermediate shaft, and the second clutch group is used to connect the output shaft with the second input shaft or connect the output shaft with the second intermediate shaft; and / or, The drive system has a hybrid mode, in which the engine is operating, the second motor and the third motor are in a torque mode, the first motor is in a speed mode, the first clutch group is used to connect the output shaft to the first input shaft or to connect the output shaft to the first intermediate shaft, and the second clutch group is used to connect the output shaft to the second input shaft or to connect the output shaft to the second intermediate shaft; and / or, The drive system has an engine direct drive mode. In the engine direct drive mode, the engine is working, the third motor is in a free mode, the first clutch group is used to connect the output shaft with the first input shaft, and the second clutch group is in a disengaged state.

5. The drive system according to claim 3, characterized in that: The first clutch group includes first to third clutches, and the second clutch group includes fourth to sixth clutches; The first transmission includes a first input gear at an input end and first to fourth output gears at an output end. The first input gear at the input end is provided at the input end of the first transmission and meshes with the first intermediate shaft input gear on the first intermediate shaft. The first to fourth output gears at the output end mesh with the first intermediate shaft first to fourth output gears on the first intermediate shaft in a one-to-one correspondence. The first to fourth output gears at the output end are loosely mounted on the output shaft. The first clutch is used to combine the output shaft with the first input gear at the input end or to combine the output shaft with the first output gear at the output end; The second clutch is used to combine the output shaft with the second output gear at the output end or to combine the output shaft with the third output gear at the output end; The third clutch is used to connect the output shaft with the fourth output gear at the output end; The second transmission includes a second input gear at the input end and fifth to eighth output gears at the output end. The second input gear at the input end is disposed on the second input shaft and meshes with the second intermediate shaft input gear on the second intermediate shaft. The fifth to eighth output gears at the output end mesh with the fifth to eighth output gears of the second intermediate shaft on a one-to-one basis. The second input gear at the input end and the fifth to eighth output gears at the output end are loosely mounted on the output shaft. A fourth clutch is used to couple the output shaft with the second input gear at the input end or to couple the output shaft with the fifth output gear at the output end. The fifth clutch is used to combine the output shaft with the sixth output gear at the output end or to combine the output shaft with the seventh output gear at the output end; the sixth clutch is used to combine the output shaft with the eighth output gear at the output end.

6. The drive system according to claim 3, characterized in that: The first clutch group includes a first clutch and a second clutch, and the second clutch group includes a fourth clutch and a fifth clutch; The first transmission includes a first input gear at an input end and first to third output gears at an output end. The first input gear at the input end is provided at the input end of the first transmission and is in dynamic engagement with the first intermediate shaft input gear on the first intermediate shaft. The first to third output gears at the output end are in one-to-one engagement with the first intermediate shaft first to third input gears on the first intermediate shaft. The first to third output gears at the output end are loosely mounted on the output shaft. The first clutch is used to combine the output shaft with the first input gear at the input end or combine the output shaft with the first output gear at the output end, and the second clutch is used to combine the output shaft with the second output gear at the output end or combine the output shaft with the third output gear at the output end; The second transmission includes a second input gear at the input end and fifth to seventh output gears at the output end. The second input gear at the input end is arranged on the second input shaft and meshes with the first input gear of the second intermediate shaft on the second intermediate shaft. The fifth to seventh output gears at the output end mesh with the fifth to seventh output gears of the second intermediate shaft of the second intermediate shaft in a one-to-one correspondence. The second input gear at the input end and the fifth to seventh output gears at the output end are loosely mounted on the output shaft. A fourth clutch is used to combine the output shaft with the second input gear at the input end or to combine the output shaft with the fifth output gear at the output end. The fifth clutch is used to combine the output shaft with the sixth output gear at the output end or to combine the output shaft with the seventh output gear at the output end.

7. The drive system according to claim 3, characterized in that: The first clutch group includes a first clutch and a second clutch, and the second clutch group includes a fourth clutch and a fifth clutch; The first transmission comprises a first input gear at an input end, a first output gear at an output end, and a second output gear at an output end. The first input gear at the input end is provided at the input end of the first transmission and is in dynamic engagement with the first intermediate shaft input gear on the first intermediate shaft. The first output gear at the output end is in engagement with the first output gear of the first intermediate shaft. The second output gear at the output end is in engagement with the second output gear of the first intermediate shaft. Both the first output gear at the output end and the second output gear at the output end are loosely mounted on the output shaft. The first clutch is used to combine the output shaft with the first input gear at the input end or combine the output shaft with the first output gear at the output end, and the second clutch is used to combine the output shaft with the second output gear at the output end; The second transmission includes a second input gear at the input end, a fifth output gear at the output end, and a sixth output gear at the output end. The second input gear at the input end is arranged on the second input shaft and meshes with the first input gear of the second intermediate shaft on the second intermediate shaft. The fifth output gear at the output end meshes with the fifth output gear of the second intermediate shaft. The sixth output gear at the output end meshes with the sixth output gear of the second intermediate shaft. The second input gear at the input end, the fifth output gear at the output end, and the sixth output gear at the output end are all loosely mounted on the output shaft. The fourth clutch is used to combine the output shaft with the second input gear at the input end or to combine the output shaft with the fifth output gear at the output end. The fifth clutch is used to combine the output shaft with the sixth output gear at the output end.

8. The drive system according to claim 3, characterized in that: The first clutch group includes a first clutch, and the second clutch group includes a fourth clutch; The first transmission includes a first input gear at an input end and a first output gear at an output end. The first input gear at the input end is provided at the input end of the first transmission and meshes with the first intermediate shaft input gear on the first intermediate shaft. The first output gear at the output end meshes with the first intermediate shaft first output gear on the first intermediate shaft. The first output gear at the output end is loosely mounted on the output shaft. The first transmission is used to couple the output shaft with the first input gear at the input end or to couple the output shaft with the first output gear at the output end. The second transmission includes a second input gear at the input end and a fifth output gear at the output end. The second input gear at the input end is arranged on the second input shaft and meshes with the second intermediate shaft input gear on the second intermediate shaft. The fifth output gear at the output end is meshed with the second intermediate shaft fifth output gear on the second intermediate shaft. The second input gear at the input end and the fifth output gear at the output end are loosely mounted on the output shaft. The fourth clutch is used to combine the output shaft with the second input gear at the input end or to combine the output shaft with the fifth output gear at the output end.

9. A vehicle, characterized in that: A drive system comprising any one of claims 1-8.

10. A control method for a drive system according to any one of claims 1 to 8, characterized in that: include: Obtain the vehicle's speed and the state of charge of the vehicle's power battery; An operating mode of the drive system is determined based on a driving speed of the vehicle and a state of charge of a power battery of the vehicle.

11. The control method of the driving system according to claim 10, characterized in that: The determining of the operating mode of the drive system based on the vehicle's driving speed and the state of charge of the vehicle's power battery includes: When the driving speed is zero and the state of charge is less than a first power threshold, controlling the drive system to a shutdown power generation mode; and / or, When the driving speed is zero and the state of charge is greater than or equal to the first power threshold, controlling the drive system to operate in a stop mode; and / or, When the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is less than or equal to a second charge threshold, controlling the drive system to operate in a hybrid mode; and / or, When the driving speed is greater than 0 and less than a first speed threshold, and the state of charge is greater than a second charge threshold, controlling the drive system to operate in a pure electric mode; and / or, When the driving speed is greater than a second speed threshold and the state of charge is less than or equal to a second power threshold, controlling the drive system to operate in engine direct drive; and / or, When the driving speed is greater than a second speed threshold and the state of charge is greater than a second power threshold, the drive system is controlled to operate in a pure electric mode.

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