Driving system and vehicle

Abstract

The invention belongs to the technical field of vehicles, and particularly relates to a driving system and a vehicle, the driving system comprises an engine and a differential mechanism, and the driving system further comprises a first motor, a second motor, a first clutch, a second clutch, an input gear and an intermediate shaft transmission assembly connected with the differential mechanism; the engine is connected with the first clutch; the first clutch and the second clutch are coaxially arranged, the first clutch and the second clutch share the same outer hub, and the second clutch is connected with the intermediate shaft transmission assembly through the input gear; the first motor is connected with the second clutch; the second motor is connected with the differential mechanism through the intermediate shaft transmission assembly. The driving system has good dynamic property and economical efficiency, the overall integration degree is high, and the structure is compact.

Description

Technical Field

[0001] The present application belongs to the field of vehicle technology, and specifically relates to a drive system and a vehicle. Background Art

[0002] In recent years, the emergence of electric motor hybrid technology has opened up new avenues for achieving perfect power matching between internal combustion engines and driven wheels. Among the numerous powertrain designs, the most representative are series hybrid and parallel hybrid systems. In a series hybrid system, an internal combustion engine, a generator, an electric motor, a shaft system, and drive wheels form a series power train, resulting in an extremely simple powertrain structure. The generator-motor combination can be considered a traditional transmission. When combined with energy storage devices such as batteries and capacitors, the transmission can also serve as an energy conditioning device, independently regulating speed and torque.

[0003] The parallel motor system has two independent, parallel powertrains. One consists of a traditional mechanical transmission, and the other comprises a motor-battery system. The mechanical transmission regulates speed, while the motor-battery system regulates power or torque. To fully realize the potential of the entire system, the mechanical transmission must also employ a continuously variable transmission.

[0004] The advantages of a series hybrid system lie in its simple structure and flexible layout. However, since all power flows through the generator and electric motor, the motors require high power, are bulky, and heavy. Furthermore, because the energy transfer process involves two stages of mechanical-to-electrical and electric-to-mechanical conversion, the overall system efficiency is low. In a parallel hybrid system, only a portion of the power flows through the electric motor system, requiring relatively low motor power. This results in high overall system efficiency. However, this system requires two independent subsystems, resulting in high costs and is generally only used in mild hybrid systems. Summary of the Invention

[0005] The purpose of this application is to provide a drive system and a vehicle with good power and economy, a high degree of overall integration and a compact structure.

[0006] A first aspect of the present application provides a drive system comprising an engine and a differential, the drive system further comprising a first motor, a second motor, a first clutch, a second clutch, an input gear, and an intermediate shaft transmission assembly connected to the differential; The engine is connected to the first clutch; The first clutch and the second clutch are coaxially arranged and share a common outer hub, and the second clutch is connected to the intermediate shaft transmission assembly through the input gear; The first motor is connected to the second clutch; The second motor is connected to the differential through the intermediate shaft transmission assembly.

[0007] In an exemplary embodiment of the present application, the drive system further includes a first gear pair and a first input shaft, and the first motor is connected to the outer hub of the second clutch via the first gear pair and the first input shaft.

[0008] In an exemplary embodiment of the present application, the drive system further includes a first input shaft, and the first motor is connected to the outer hub of the second clutch via the first input shaft.

[0009] In an exemplary embodiment of the present application, the first motor includes a rotor structure with a hollow interior, and the first clutch and the second clutch are disposed within the rotor structure.

[0010] In an exemplary embodiment of the present application, the first input shaft is fixedly connected to the outer hubs of the first clutch and the second clutch.

[0011] In an exemplary embodiment of the present application, the intermediate shaft transmission assembly includes a driven gear, an intermediate shaft, a driving gear, and an output gear, the driven gear is connected to the second clutch via the input gear, the driven gear is connected to the driving gear via the intermediate shaft, and the driving gear is connected to the differential via the output gear; The driving system further includes a second gear, and the second motor is connected to the driven gear via the second gear.

[0012] In an exemplary embodiment of the present application, the drive system includes a single-motor pure electric mode, a dual-motor pure electric mode, a series hybrid mode, and a parallel hybrid mode; When in the single-motor pure electric mode, the first clutch and the second clutch are both in a disengaged state, the engine and the first motor are both inoperative, and the second motor is inoperative; When in the dual-motor pure electric mode, the first clutch is in a disengaged state, the second clutch is in an engaged state, the engine is not operating, the first motor is operating or following, and the second motor is operating; When in the series hybrid mode, the first clutch is in an engaged state, the second clutch is in a disengaged state, the engine and the second motor are both operating, and the first motor generates electricity; When in the parallel hybrid mode, the first clutch and the second clutch are both in the engaged state, and the engine, the first motor, and the second motor are all in operation.

[0013] In an exemplary embodiment of the present application, the driven gear is connected to the inner hub of the second clutch through the input gear.

[0014] In an exemplary embodiment of the present application, the engine is connected to the inner hub of the first clutch.

[0015] A second aspect of the present application provides a vehicle, comprising a controller and any one of the drive systems described above, wherein the engine, the first motor and the second motor are connected to the controller and controlled by the controller.

[0016] The drive system and vehicle of the present application have at least the following beneficial effects: This drive system has a high degree of integration, a compact structure, and multiple operating modes. It can cover hybrid electric vehicle (HEV) and plug-in hybrid electric vehicle (PHEV) models, and can achieve good power and economy under different working conditions.

[0017] In addition, the drive system arranges the two clutches in a stacked manner and shares the same outer hub, making the overall integration high and the structure compact.

[0018] Other features and advantages of the present application will become apparent from the following detailed description, or may be learned in part by practice of the present application.

[0019] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings are incorporated into and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification, are used to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can derive other drawings based on these drawings without inventive effort.

[0021] Figure 1 A schematic structural diagram of the drive system provided in Embodiment 1 or 4 of the present application is shown; Figure 2 A schematic diagram showing the structure of the drive system provided in the first or fourth embodiment of the present application in a single-motor pure electric mode is shown; Figure 3 A schematic diagram showing the structure of the drive system provided in the first or fourth embodiment of the present application in a dual-motor pure electric mode is shown; Figure 4A schematic diagram showing the structure of the drive system provided in the first or fourth embodiment of the present application in the series hybrid mode is shown; Figure 5 A schematic diagram showing the structure of the drive system provided in the first or fourth embodiment of the present application in the parallel hybrid mode is shown; Figure 6 A schematic diagram showing a structure in which the first motor provided in the second or fourth embodiment of the present application is directly connected to the first input shaft is shown; Figure 7 A structural schematic diagram showing the first clutch and the second clutch provided in the third or fourth embodiment of the present application, which are arranged inside the first motor rotor, is shown.

[0022] Description of reference numerals: 10. Drive system; 100, engine; 110, differential; 121. First motor; 122. First gear pair; 123. First input shaft; 131. Second motor; 132. Second gear; 140, first clutch; 150, second clutch; 160, input gear; 170, intermediate shaft transmission assembly; 171, driven gear; 172, intermediate shaft; 173, driving gear; 174, output gear; 180. Input shaft. DETAILED DESCRIPTION

[0023] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this application will be thorough and complete and will fully convey the concepts of the example embodiments to those skilled in the art.

[0024] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, "plurality" means two or more, unless otherwise specifically specified.

[0025] In this application, unless otherwise specified or limited, terms such as "assembly" and "connection" should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection; direct connection, or indirect connection through an intermediate medium; internal communication between two components, or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0026] In addition, described feature, structure or characteristic can be combined in one or more embodiments in any suitable manner.In the following description, many specific details are provided so as to provide a full understanding of the embodiments of the present application. However, it will be appreciated by those skilled in the art that the technical scheme of the present application can be put into practice without one or more of the specific details, or other methods, components, devices, steps etc. can be adopted. In other cases, known methods, devices, implementations or operations are not shown or described in detail to avoid blurring the various aspects of the application.

[0027] Example 1 See also Figure 1 As shown, embodiment 1 of the present application provides a drive system 10, which includes an engine 100, a differential 110, a first motor 121, a second motor 131, a first clutch 140, a second clutch 150, an input gear 160 and an intermediate shaft transmission assembly 170, and the intermediate shaft transmission assembly 170 is connected to the differential 110.

[0028] The driving system 10 may be applied to a plug-in hybrid electric vehicle (PHEV) or a hybrid electric vehicle (HEV) that is charged by an external power source.

[0029] The engine 100 is connected to the first clutch 140 via an input shaft 180. The first clutch 140 and the second clutch 150 are coaxially arranged and share a common outer hub. The second clutch 150 is connected to the intermediate shaft transmission assembly 170 via an input gear 160. In other words, the second clutch 150 is connected to the differential 110 via the intermediate shaft transmission assembly 170, thereby acting on the wheel ends.

[0030] It should be noted that the first clutch 140 and the second clutch 150 may be friction clutch mechanisms such as wet clutches, or meshing clutch mechanisms such as dog clutches. The clutches are, for example, hydraulically controlled to be engaged or released.

[0031] In this embodiment of the present application, the engine 100 is connected to the inner hub of the first clutch 140 via an input shaft 180. The first clutch 140 and the second clutch 150 are coaxially arranged, and the first clutch 140 and the second clutch 150 share a set of outer hubs. The coaxial arrangement of the first clutch 140 and the second clutch 150 and the shared set of outer hubs enable the drive system 10 to have a high degree of integration and a compact structure.

[0032] In the embodiment of the present application, the first motor 121 is connected to the second clutch 150. The second motor 131 is connected to the differential 110 via the intermediate shaft transmission assembly 170. That is, one end of the intermediate shaft transmission assembly 170 is connected to the input gear 160, and the other end is connected to the second motor 131.

[0033] In the present application, the first clutch 140 and the second clutch 150 are coaxially arranged, and the first clutch 140 and the second clutch 150 share the same outer hub, so that the drive system 10 has a high degree of integration and a compact structure.

[0034] In the examples of this application, see Figure 1 As shown, the drive system 10 further includes a first gear pair 122 and a first input shaft 123. The first motor 121 is connected to the outer hub of the second clutch 150 via the first gear pair 122 and the first input shaft 123. In other words, the first motor 121 is in gear meshing engagement with the first input shaft 123 via the first gear pair 122. The first gear pair 122 is connected to the outer hub of the second clutch 150 via the first input shaft 123. Since the outer hub of the second clutch 150 and the outer hub of the first clutch 140 have the same structure, the first input shaft 123 is also connected to the outer hub of the first clutch 140.

[0035] In the embodiment of the present application, the first input shaft 123 is connected to the outer hubs of the first clutch 140 and the second clutch 150 as a whole, so as to improve the overall integration level and make the overall structure compact.

[0036] In this embodiment of the present application, the intermediate shaft transmission assembly 170 includes a driven gear 171, an intermediate shaft 172, a driving gear 173, and an output gear 174. The driven gear 171 is connected to the driving gear 173 via the intermediate shaft 172, and the driving gear 173 is connected to the differential 110 via the output gear 174. Furthermore, the driven gear 171 is connected to the inner hub of the second clutch 150 via the input gear 160. The drive system 10 also includes a second gear 132, and the second motor 131 is connected to the driven gear 171 via the second gear 132.

[0037] That is, one end of the driven gear 171 is connected to the inner hub of the second clutch 150 through the input gear 160 , and the other end of the driven gear 171 is connected to the second motor 131 through the second gear 132 .

[0038] It should be noted that the first motor 121 and the second motor 131 may be composed of motors with a power generation function.

[0039] According to the above structure, see Figures 2 to 5 As shown, the drive system 10 has five operating modes: a single-motor pure electric mode, a dual-motor pure electric mode, a series hybrid mode, and a parallel hybrid mode. These five operating modes can automatically switch between them based on the battery SOC (State of Charge) value, vehicle speed, and wheel-end torque demand. The battery SOC value can be understood as the remaining battery charge value. That is, these five operating modes can automatically switch between the different modes based on the battery remaining charge value, vehicle speed, and wheel-end torque demand.

[0040] In an embodiment of the present application, when the drive system 10 is in a single-motor pure electric mode: the first clutch 140 and the second clutch 150 are both in a disengaged state, the engine 100 and the first motor 121 are both not working, and the second motor 131 is working to establish a single-motor pure electric mode.

[0041] In the examples of this application, see Figure 2 As shown, both the first clutch 140 and the second clutch 150 are disengaged, the engine 100 and the first motor 121 are deactivated, and the second motor 131 is in operation. At this point, the second motor 131 outputs power to the differential 110 via the second gear 132, the driven gear 171, the intermediate shaft 172, the driving gear 173, and the output gear 174, and then to the wheel ends, achieving single-motor pure electric mode. The following is the power transmission process of the second motor 131: Second motor 131 →second gear 132 →driven gear 171 →intermediate shaft 172 →driving gear 173 →output gear 174 →differential 110 .

[0042] In an embodiment of the present application, when this drive system 10 is in a dual-motor pure electric mode: the first clutch 140 is in a disengaged state, the second clutch 150 is in an engaged state, the engine 100 is not working, the first motor 121 is working or following, and the second motor 131 is working to establish a dual-motor pure electric mode.

[0043] In the examples of this application, see Figure 3As shown, the first clutch 140 is in a disengaged state, the second clutch 150 is in a coupled state, the engine 100 is not operating, the first motor 121 is operating or following, and the second motor 131 is operating. At this time, when the first motor 121 is operating, the first motor 121 outputs power to the driven gear 171 through the first gear pair 122, the first input shaft 123, the second clutch 150, and the input gear 160. The driven gear 171 then outputs power to the differential 110 through the intermediate shaft 172, the driving gear 173, and the output gear 174, and then acts on the wheel end. The second motor 131 outputs power to the differential 110 through the second gear 132, the driven gear 171, the intermediate shaft 172, the driving gear 173, and the output gear 174, and then acts on the wheel end, so as to perform a dual-motor pure electric mode. The following is the power transmission process of the first motor 121 and the second motor 131: First motor 121 →first gear pair 122 →first input shaft 123 →second clutch 150 →input gear 160 →driven gear 171 →intermediate shaft 172 →driving gear 173 →output gear 174 →differential 110 .

[0044] Second motor 131 →second gear 132 →driven gear 171 →intermediate shaft 172 →driving gear 173 →output gear 174 →differential 110 .

[0045] In the embodiment of the present application, when the drive system 10 is in the series hybrid mode: the first clutch 140 is in the engaged state, the second clutch 150 is in the disengaged state, the engine 100 and the second motor 131 are both working, and the first motor 121 generates electricity to establish the series hybrid mode.

[0046] In the examples of this application, see Figure 4 As shown, the first clutch 140 is in the engaged state, the second clutch 150 is in the disengaged state, the engine 100 is operating, the first motor 121 is generating electricity, and the second motor 131 is operating. At this time, the engine 100 outputs power to the first motor 121 through the input shaft 180, the first clutch 140, the first input shaft 123, and the first gear pair 122 to generate electricity. The second motor 131 outputs power to the differential 110 through the second gear 132, the driven gear 171, the intermediate shaft 172, the driving gear 173, and the output gear 174, and then acts on the wheel end to achieve series hybrid mode. The following is the power transmission process between the engine 100 and the second motor 131: Engine 100 →input shaft 180 →first clutch 140 →first input shaft 123 →first gear pair 122 →first motor 121 .

[0047] Second motor 131 →second gear 132 →driven gear 171 →intermediate shaft 172 →driving gear 173 →output gear 174 →differential 110 .

[0048] It is worth mentioning that in the series hybrid mode, the first motor 121 can generate electricity and can also be used to start the engine 100.

[0049] In the embodiment of the present application, when the drive system 10 is in the parallel hybrid mode: the first clutch 140 and the second clutch 150 are both in the engaged state, and the engine 100, the first motor 121 and the second motor 131 are all working to establish the parallel hybrid mode.

[0050] In the examples of this application, see Figure 5 As shown, both the first clutch 140 and the second clutch 150 are engaged, with the engine 100, the first motor 121, and the second motor 131 operating. At this point, the engine 100 outputs power to the input gear 160 via the input shaft 180 and the first clutch 140; the first motor 121 outputs power to the input gear 160 via the first gear pair 122, the first input shaft 123, and the second clutch 150. In other words, the coupled power from the engine 100 and the first motor 121 is transmitted to the input gear 160, and the output gear transfers the combined power to the driven gear 171. The second motor 131 outputs power to the differential 110 via the second gear 132, the driven gear 171, the intermediate shaft 172, the driving gear 173, and the output gear 174, and then to the wheel ends, enabling parallel hybrid mode. The following describes the power transmission process between the engine 100, the first motor 121, and the second motor 131: Engine 100 →input shaft 180 →first clutch 140 →input gear 160 →driven gear 171 →intermediate shaft 172 →drive gear 173 →output gear 174 →differential 110 .

[0051] First motor 121 →first gear pair 122 →first input shaft 123 →second clutch 150 →input gear 160 →driven gear 171 →intermediate shaft 172 →driving gear 173 →output gear 174 →differential 110 .

[0052] Second motor 131 →second gear 132 →driven gear 171 →intermediate shaft 172 →driving gear 173 →output gear 174 →differential 110 .

[0053] It is worth mentioning that in this parallel hybrid mode, the first motor 121 and the second motor 131 can be in the working mode or in the follow-up mode.

[0054] The above-mentioned various modes are shown in the table below:

[0055] The clutch C0 represents the first clutch 140 , the clutch C1 represents the second clutch 150 , the ICE represents the engine 100 , the EM1 represents the first motor 121 , and the EM2 represents the second motor 131 . ○ represents engagement, and × represents disengagement.

[0056] It is understood that the drive system 10 adopts the above structure and has the following advantages: First, the drive system 10 includes multiple operating modes, such as a single-motor pure electric mode, a dual-motor pure electric mode, a series hybrid mode, and a parallel hybrid mode, and can achieve good power and economy under different working conditions.

[0057] Second, the two clutches are stacked and share a common input outer hub, resulting in a high degree of integration and a compact structure.

[0058] Third, when switching between different working modes, the second motor 131 participates in the driving, and there is no power interruption.

[0059] Fourth, the drive system 10 can be applied to hybrid electric vehicles (HEV) and plug-in hybrid electric vehicles (PHEV), and has good platform integration.

[0060] Fifth, the speed ratio of the second motor 131 to the wheel end of this drive system 10 is not coupled with the speed ratio of the engine 100 to the wheel end, and the optimal speed ratio is set for the engine 100 and the second motor 131 respectively.

[0061] Example 2 The difference between the second embodiment of the present application and the first embodiment is that the drive system 10 in the second embodiment of the present application includes a first motor 121 and a first input shaft 123, and the first motor 121 is connected to the outer hub of the second clutch 150 through the first input shaft 123, that is, the first motor 121 is directly connected to the first input shaft 123. Figure 6 That is, compared with the first embodiment, the second embodiment of the present application reduces the first gear pair 122 and the gear structure, so that the entire drive system 10 has a higher overall integration and a more compact structure.

[0062] In dual-motor pure electric mode or parallel hybrid mode, the working power transmission of the first motor 121 is as follows: the first motor 121 outputs power to the driven gear 171 through the first input shaft 123, the second clutch 150, and the input gear 160. The driven gear 171 then outputs power to the differential 110 through the intermediate shaft 172, the driving gear 173, and the output gear 174, and then acts on the wheel ends. The power transmission process of the first motor 121 is as follows: first motor 121 →first input shaft 123 →second clutch 150 →input gear 160 →driven gear 171 →intermediate shaft 172 →driving gear 173 →output gear 174 →differential 110 .

[0063] Example 3 The difference between the third embodiment of the present application and the first embodiment is that the drive system 10 in the second embodiment of the present application includes a first motor 121, and the first motor 121 includes an internal hollow rotor structure. The first clutch 140 and the second clutch 150 are arranged in the rotor structure. Figure 7 That is, the gear transmission between the first motor 121 and the engine 100 is eliminated, and the first motor 121 is placed on the engine 100 side. The rotor of the first motor 121 has a hollow structure, and the first clutch 140 and the second clutch 150 are placed inside the rotor of the first motor 121, so as to achieve a higher degree of integration and a more compact structure.

[0064] In dual-motor pure electric mode or parallel hybrid mode, the working power transmission of the first motor 121 is as follows: the first motor 121 outputs power to the driven gear 171 through the second clutch 150 and the input gear 160. The driven gear 171 then outputs power to the differential 110 through the intermediate shaft 172, the driving gear 173 and the output gear 174, and then acts on the wheel ends. The power transmission process of the first motor 121 is as follows: first motor 121 →second clutch 150 →input gear 160 →driven gear 171 →intermediate shaft 172 →driving gear 173 →output gear 174 →differential 110 .

[0065] Example 4 The fourth embodiment of the present application provides a vehicle, which includes a controller and a drive system 10 described in any of the first, second or third embodiments, such as Figure 1 、 Figure 6 or Figure 7 As shown, the engine 100 , the first motor 121 and the second motor 131 are connected to and controlled by the controller.

[0066] In the description of this specification, the reference terms "some embodiments", "exemplarily", etc. mean 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 schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0067] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application. Therefore, any changes or modifications made in accordance with the claims and description of the present application should fall within the scope of the patent application.

Claims

1. A drive system comprising an engine and a differential, characterized in that: The drive system further includes a first motor, a second motor, a first clutch, a second clutch, an input gear, and an intermediate shaft drive assembly connected to the differential; The engine is connected to the first clutch; The first clutch and the second clutch are coaxially arranged and share a common outer hub, and the second clutch is connected to the intermediate shaft transmission assembly through the input gear; The first motor is connected to the second clutch; The second motor is connected to the differential through the intermediate shaft transmission assembly.

2. The drive system according to claim 1, characterized in that The drive system further includes a first gear pair and a first input shaft, and the first motor is connected to the outer hub of the second clutch via the first gear pair and the first input shaft.

3. The drive system according to claim 1, characterized in that The drive system further includes a first input shaft, and the first motor is connected to the outer hub of the second clutch via the first input shaft.

4. The drive system according to claim 1, characterized in that The first motor includes a rotor structure with a hollow interior, and the first clutch and the second clutch are disposed in the rotor structure.

5. The drive system according to claim 2 or 3, characterized in that: The first input shaft is fixedly connected to the outer hubs of the first clutch and the second clutch.

6. The drive system according to any one of claims 2 to 4, characterized in that: The intermediate shaft transmission assembly includes a driven gear, an intermediate shaft, a driving gear and an output gear, the driven gear is connected to the second clutch through the input gear, the driven gear is connected to the driving gear through the intermediate shaft, and the driving gear is connected to the differential through the output gear; The driving system further includes a second gear, and the second motor is connected to the driven gear via the second gear.

7. The drive system according to claim 6, characterized in that: The drive system includes a single-motor pure electric mode, a dual-motor pure electric mode, a series hybrid mode, and a parallel hybrid mode; When in the single-motor pure electric mode, the first clutch and the second clutch are both in a disengaged state, the engine and the first motor are both inoperative, and the second motor is inoperative; When in the dual-motor pure electric mode, the first clutch is in a disengaged state, the second clutch is in an engaged state, the engine is not operating, the first motor is operating or following, and the second motor is operating; When in the series hybrid mode, the first clutch is in an engaged state, the second clutch is in a disengaged state, the engine and the second motor are both operating, and the first motor generates electricity; When in the parallel hybrid mode, the first clutch and the second clutch are both in the engaged state, and the engine, the first motor, and the second motor are all in operation.

8. The drive system according to claim 6, characterized in that The driven gear is connected to the inner hub of the second clutch through the input gear.

9. The drive system according to claim 1, characterized in that: The engine is connected to the inner hub of the first clutch.

10. A vehicle, characterized in that: The drive system comprises a controller and any one of claims 1 to 9, wherein the engine, the first motor and the second motor are connected to and controlled by the controller.

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