Power driving system and vehicle

Abstract

The utility model provides a power drive system and vehicle, including engine, first motor, second motor, input shaft and intermediate transmission component, engine and first motor are connected with input shaft, the input shaft is equipped with first control element, intermediate transmission component includes first intermediate transmission piece and second intermediate transmission piece, the first intermediate transmission piece is equipped with second control element, the second intermediate transmission piece is equipped with second control element. The first middle transmission part is in transmission connection with the first output shaft and the first control element, the second middle transmission part is connected with the second output shaft through the second control element, and the second motor is in transmission connection with the second middle transmission part. Through control of the first control element and the second control element, one or more of the first motor, the second motor and the engine can drive the first wheel end and the second wheel end to rotate, or one of the engine and the first motor can drive the first wheel end to rotate, and the second motor drives the second wheel end to rotate. The safety of the power driving system is improved; the engine can further drive the first motor to generate electricity, so that the cruising ability is improved.

Description

Technical Field

[0001] The utility model relates to the field of automobiles, and mainly to a power drive system and a vehicle. Background Art

[0002] The more common automotive drive systems on the market are electromechanical coupling systems in series-parallel hybrid and extended-range modes, as well as pure electric distributed electric drive systems. For vehicles equipped with electromechanical coupling systems in series-parallel hybrid or extended-range modes on the market, each wheel on the corresponding electromechanical coupling system axle cannot be driven by an independent power source, resulting in the inability of the power source to reduce the turning radius of the vehicle. In addition, in the event of extreme tire blowouts, slippery roads and other safety accidents, the independent power drive system cannot be relied on to balance and stabilize the vehicle's posture, resulting in serious traffic accidents. Distributed electric drives have excessive performance requirements for power batteries, resulting in a shorter driving range. Utility Model Content

[0003] In view of the above-mentioned deficiencies in the prior art, an object of the present invention is to provide a power drive system and a vehicle, which can independently drive each wheel to rotate and improve the endurance of the vehicle.

[0004] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0005] A power drive system, comprising an engine, an input shaft, a first clutch, a first motor, an intermediate transmission assembly, a first operating element, a second motor, a first output shaft, a second output shaft and a second operating element; the engine is connected to the input shaft, and the first motor is drivingly connected to the input shaft; the intermediate transmission assembly comprises a first intermediate transmission member and a second intermediate transmission member, the first intermediate transmission member and the second intermediate transmission member are coaxially arranged, and the second intermediate transmission member can rotate relative to the axis of the first intermediate transmission member; the first operating element is arranged on the input shaft and connected to the first intermediate transmission member, and the first operating element can control the rotation between the input shaft and the first intermediate transmission member The power transmission path is turned on and off; the second motor is drivingly connected to the second intermediate transmission member; the first output shaft is drivingly connected to the first intermediate transmission member, and the first output shaft is used to connect to the first wheel end; the second output shaft is coaxially arranged with the first output shaft, and the second output shaft is used to connect to the second wheel end; the second operating element is arranged between the first output shaft and the second output shaft, and is connected to the second intermediate transmission member, the first output shaft and the second output shaft, and the second operating element can control the turning on and off of the power transmission path between the second intermediate transmission member and the first output shaft, and can control the turning on and off of the power transmission path between the second intermediate transmission member and the second output shaft.

[0006] In some embodiments of the present application, the second operating element includes a first coupling member, a second coupling member and a third coupling member, the first coupling member is transmission-connected to the second intermediate transmission member, the second coupling member is connected to the first output shaft and can be coupled to or separated from the first coupling member, and the third coupling member is connected to the second output shaft and can be coupled to or separated from the first coupling member.

[0007] In some solutions of the present application, the first coupling member, the second coupling member and the third coupling member constitute a dual clutch; the dual clutch is a wet clutch.

[0008] In some schemes of the present application, the second operating element includes a differential and an operating member; the differential includes an input end, a first output half shaft, a second output half shaft and a planetary wheel, the planetary wheel is connected to the input end and the planetary wheel can rotate, the first output half shaft and the second output half shaft are drivingly connected to the planetary wheel, the input end is drivingly connected to the second intermediate transmission member, and the second output half shaft is connected to the second output shaft; the operating member can be switched to at least a first state, a second state and a third state, when the operating member is switched to the first state, the first output half shaft is combined with the first output shaft, and the planetary wheel can rotate, so that there is a speed difference between the first output half shaft and the second output half shaft; when the operating member is switched to the second state, the self-rotation function of the planetary wheel is locked, and the first output half shaft is separated from the first output shaft; when the operating member is switched to the third state, the planetary wheel can rotate, and the first output half shaft is separated from the first output shaft.

[0009] In some schemes of the present application, the operating member includes a seventh combining member, an eighth combining member and a ninth combining member, the seventh combining member is connected to the first output half shaft, the eighth combining member is connected to the first output shaft, and the seventh combining member and the eighth combining member can be combined or separated, the ninth combining member is connected to the input end and one of the second output half shafts, the ninth combining member can be combined or separated with the seventh combining member, and the self-rotation function of the planetary gear is locked when the ninth combining member is combined with the seventh combining member; the seventh combining member, the eighth combining member and the ninth combining member constitute a three-position synchronizer or a three-position clutch.

[0010] In some solutions of the present application, the operating member can also be switched to a fourth state. When the operating member is switched to the fourth state, the rotation function of the planetary gear is locked, and the first output half shaft is combined with the first output shaft.

[0011] In some embodiments of the present application, the operating member includes a seventh combining member, an eighth combining member, a ninth combining member and a tenth combining member, the seventh combining member is connected to the first output half shaft, the eighth combining member is connected to the first output shaft, and the seventh combining member can be combined with or separated from the eighth combining member, the ninth combining member is connected to the input end, the tenth combining member is connected to one of the first output half shaft and the second output half shaft, and the ninth combining member can be combined with or separated from the tenth combining member.

[0012] In some schemes of the present application, the seventh combining component and the tenth combining component are integrally arranged, and the seventh combining component, the eighth combining component, the ninth combining component and the tenth combining component constitute a dual clutch; or the seventh combining component and the tenth combining component are separately arranged, the seventh combining component and the eighth combining component constitute a fourth clutch, and the ninth combining component and the tenth combining component constitute a fifth clutch.

[0013] In some schemes of the present application, the differential further includes a differential housing, a first gear and a second gear, the differential housing is fixedly connected to the input end, the first output half shaft and the second output half shaft are coaxially arranged and can rotate relative to the differential housing, the first gear is fixed on the first output half shaft, the second gear is fixed on the second output half shaft, the planetary gear is rotationally connected to the differential housing, and the axial direction of the planetary gear is perpendicular to the axial direction of the first output half shaft, and the planetary gear is meshed with both the first gear and the second gear; or the differential further includes a first sun gear, a first planet carrier and a first ring gear, the planetary gear includes a first inner planetary gear and a first outer planetary gear, one of the first sun gear and the first planet carrier is connected to the first output half shaft, and the other is connected to the second output half shaft, the first inner planetary gear and the The first outer planetary gear is rotatably connected to the first planet carrier, the first inner planetary gear is meshed with the first sun gear, the first outer planetary gear is meshed with the first inner planetary gear, the first ring gear is meshed with the first outer planetary gear and is connected to the input end; or the differential also includes a second sun gear, a third sun gear and a second planet carrier, the planetary gears include a second inner planetary gear and a second outer planetary gear, the second sun gear and the third sun gear are coaxially arranged, one of the second sun gear and the third sun gear is connected to the first output half shaft, and the other is connected to the second output half shaft, the second planet carrier is connected to the output end, the second inner planetary gear and the second outer planetary gear are rotatably connected to the second planet carrier, the second inner planetary gear is meshed with the second sun gear, and the second outer planetary gear is meshed with the second inner planetary gear and the third sun gear.

[0014] In some schemes of the present application, the first operating element includes a fourth coupling member and a fifth coupling member, the fourth coupling member is fixedly connected to the input shaft, the fifth coupling member is rotatably connected to the input shaft and is transmission-connected to the first intermediate transmission member, and the fourth coupling member can be coupled to or separated from the fifth coupling member to control the on-and-off of the power transmission path between the input shaft and the first intermediate transmission member.

[0015] In some embodiments of the present application, the fourth coupling member and the fifth coupling member constitute a second clutch.

[0016] In some embodiments of the present application, the first operating element also includes a sixth coupling member, which is connected to the second intermediate transmission member, and the fourth coupling member can be coupled to or separated from the sixth coupling member to control the on / off of the power transmission path between the input shaft and the second intermediate transmission member.

[0017] In some embodiments of the present application, the fourth combining member, the fifth combining member and the sixth combining member constitute a three-position synchronizer, a three-position clutch or a double clutch.

[0018] In some schemes of the present application, the first intermediate transmission member includes a first intermediate shaft, a third gear and a fourth gear, the third gear and the fourth gear are arranged on the first intermediate shaft at intervals, the fifth coupling member is provided with a fifth gear, the fifth gear is meshed with the third gear, the first output shaft is provided with a sixth gear, the sixth gear is meshed with the fourth gear; and / or the second intermediate transmission member includes a second intermediate shaft, a seventh gear and an eighth gear, the seventh gear and the eighth gear are arranged on the second intermediate shaft at intervals, the output shaft of the second motor is provided with a ninth gear, the sixth coupling member is provided with a tenth gear, the ninth gear and the tenth gear are both meshed with the seventh gear, and the second operating element includes an eleventh gear, the eleventh gear is meshed with the eighth gear.

[0019] In some solutions of the present application, one of the first intermediate shaft and the second intermediate shaft is provided with a center hole, and the other is inserted into the center hole.

[0020] In some embodiments of the present application, the second motor is arranged in parallel with the second output shaft; or the second motor is sleeved on the second output shaft and can rotate relative to the second output shaft.

[0021] In some embodiments of the present application, the power drive system further includes a speed increasing mechanism connecting the first motor and the input shaft, and when power is transmitted from the input shaft to the first motor, the rotation speed of the first motor is greater than the rotation speed of the input shaft.

[0022] In some schemes of the present application, the speed increasing mechanism includes a twelfth gear and a thirteenth gear, the twelfth gear is fixedly connected to the input shaft, the thirteenth gear is fixed at the input end of the first motor and meshes with the twelfth gear, and the diameter of the twelfth gear is larger than the diameter of the thirteenth gear; or the speed increasing mechanism includes a fourth sun gear, a fourth planetary carrier and a fourth ring gear, the fourth sun gear is fixedly connected to the first motor, the fourth planetary carrier is rotatably connected to the fourth planetary gear, the fourth planetary gear is arranged between the fourth sun gear and the fourth ring gear, and meshes with both the fourth sun gear and the fourth ring gear, one of the fourth planetary carrier and the fourth ring gear is connected to the input shaft and the other is connected to the housing of the power drive system.

[0023] The power drive system further includes a first clutch, the first clutch connecting the engine and the input shaft, the first clutch being capable of controlling the engine to be coupled to the input shaft, and being capable of controlling the engine to be separated from the input shaft.

[0024] A vehicle comprises a vehicle body, a first wheel end, a second wheel end, a power battery and a power drive system, wherein the power drive system is mounted on the vehicle body, the first wheel end is connected to the first output shaft, the second wheel end is connected to the second output shaft, and the power battery is fixed to the vehicle body and electrically connected to the first motor and the second motor.

[0025] Beneficial effects: The power drive system of the present application includes an engine, a first motor, a second motor, an input shaft and an intermediate transmission assembly, the engine and the first motor are connected to the input shaft, a first operating element is provided on the input shaft, the intermediate transmission assembly includes a first intermediate transmission member and a second intermediate transmission member, the first intermediate transmission member is transmission-connected to the first output shaft and the first operating element, the second intermediate transmission member is connected to the second output shaft via the second operating element, and the second motor is transmission-connected to the second intermediate transmission member. The first operating element can control the on-off of the power transmission path between the input shaft and the first intermediate transmission member, the second operating element can control the on-off of the power transmission path between the second intermediate transmission member and the first output shaft, and can control the on-off of the power transmission path between the second intermediate transmission member and the second output shaft. Therefore, through the control of the first operating element and the second operating element, one or more of the first motor, the second motor and the engine can drive the first wheel end and the second wheel end to rotate, or the first wheel end can be driven by one of the engine and the first motor, and the second motor drives the second wheel end to rotate, thereby improving the reliability and flexibility of the power drive system; the engine can also drive the first motor to generate electricity to improve the endurance, solve the problem that the existing electromechanical coupling system of the parallel hybrid and extended range mode cannot independently drive each wheel, resulting in the inability to balance and stabilize the vehicle posture under extreme tire blowouts and slippery roads, and also solve the problem of the existing distributed electric drive system causing a short mileage. In addition, the second operating element is arranged between the first output shaft and the second output shaft, which reduces the torque demand of the second operating element, reduces the structure of the second operating element, and thus reduces the volume of the power drive system, making the structure compact and low in cost.

[0026] The vehicle of the present application includes the above-mentioned power drive system, and the second operating element is arranged between the first output shaft, the second output shaft and the intermediate transmission assembly, which reduces the torque requirement of the second operating element and the structure of the second operating element, making it easier to arrange the power drive system on the vehicle body, and the vehicle has more working modes, improving safety and endurance. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a schematic diagram of the structure of the power drive system in the second embodiment.

[0028] Figure 2 It is a structural schematic diagram of the intermediate transmission component.

[0029] Figure 3 yes Figure 1 Schematic diagram of the structure of the second operating element.

[0030] Figure 4 It is a schematic diagram of the structure of the power drive system in the third embodiment.

[0031] Figure 5 It is a schematic diagram of the structure of the power drive system in the fourth embodiment.

[0032] Figure 6 It is a structural diagram of the power drive system in the sixth embodiment.

[0033] Figure 7 It is a structural diagram of the power drive system in the seventh embodiment.

[0034] Figure 8 It is a schematic diagram of the structure of the power drive system in the eighth embodiment.

[0035] Fig. 9 The structure of the second operating element is shown in FIG. Figure 1 .

[0036] Fig.10 The structure of the second operating element is shown in FIG. Figure 2 .

[0037] Fig.11 The structure of the second operating element is shown in FIG. Figure 3 .

[0038] Fig.12 The structure of the second operating element is shown in FIG. Figure 4 .

[0039] Fig.13 It is a schematic structural diagram of a speed increasing mechanism in an embodiment.

[0040] Explanation of the main component symbols: 11-engine; 12-first motor; 13-second motor; 14-input shaft; 15-first output shaft; 16-second output shaft; 17-first clutch; 2-intermediate transmission assembly; 21-first intermediate transmission member; 211-first intermediate shaft; 212-first toothed member; 2121-third gear; 2122-fourth gear; 22-second intermediate transmission member; 221-second intermediate shaft; 222-second toothed member; 2221-seventh gear; 2222-eighth gear; 3-first operating element; 31-fourth coupling member; 32-fifth coupling member; 33-sixth coupling member; 4-second operating element; 41-first coupling member; 42-second coupling member; 43-third coupling member; 44-eleventh gear; 45-operating member; 451-seventh coupling member; 452-eighth coupling member; 453-ninth coupling member; 454-sixth coupling member Ten couplings; 46-differential; 461-input end; 462-first output half shaft; 463-second output half shaft; 464-differential housing; 465-first gear; 466-second gear; 467-planetary gear; 471-first sun gear; 472-first inner planetary gear; 473-first outer planetary gear; 474-first planet carrier; 475-first ring gear; 481-second sun gear; 482-third sun gear; 48 3-second inner planetary gear; 484-second outer planetary gear; 485-second planet carrier; 51-fifth gear; 52-sixth gear; 53-ninth gear; 54-tenth gear; 6-speed increasing mechanism; 611-twelfth gear; 612-thirteenth gear; 621-fourth sun gear; 622-fourth planet carrier; 623-fourth ring gear; 624-fourth planetary gear; 71-first wheel end; 72-second wheel end; 73-power battery. DETAILED DESCRIPTION

[0041] The utility model provides a power drive system and a vehicle. In order to make the purpose, technical solution and effect of the utility model clearer and more specific, the utility model is further described in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the protection scope of the utility model.

[0042] In the description of the present invention, it is necessary to understand that the terms "upper", "lower", "inside", "outside", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0043] In the description of the present utility model, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or mutual communication; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0044] See also Figure 1 as well as Figure 4-Figure 8 The vehicle of the present application includes a vehicle body, a first wheel end 71, a second wheel end 72, a power battery 73 and a power drive system, the power drive system is installed on the vehicle body, the power drive system includes an engine 11, an input shaft 14, a first motor 12, a first output shaft 15, a second output shaft 16, an intermediate transmission component 2, a first operating element 3, a second operating element 4 and a second motor 13, the first wheel end 71 is connected to the first output shaft 15, the second wheel end 72 is connected to the second output shaft 16, the power battery 73 is fixed on the vehicle body, and is electrically connected to the first motor 12 and the second motor 13, when the first motor 12 and the second motor 13 are used for driving, the electricity in the power battery 73 can provide power for the first motor 12 and the second motor 13, when the first motor 12 and the second motor 13 are used for power generation, the generated electricity can also be stored in the power battery 73.

[0045] Among them, one of the first wheel end 71 and the second wheel end 72 is a left wheel, and the other is a right wheel, and when the first wheel end 71 and the second wheel end 72 are front wheels, the vehicle is a front-wheel drive vehicle, and when the first wheel end 71 and the second wheel end 72 are rear wheels, the vehicle is a rear-wheel drive vehicle. Of course, the vehicle can also be a four-wheel drive vehicle, for example: the first wheel end 71 and the second wheel end 72 are front wheels, the power drive system is used to drive the two front wheels to rotate, and a drive device for driving the rear wheels to rotate is also provided at the rear wheels.

[0046] The input shaft 14 is connected to the engine 11, so that the power between the input shaft 14 and the engine 11 can be transmitted to each other. The first motor 12 is transmission-connected to the input shaft 14, so that the power between the first motor 12 and the input shaft 14 can be transmitted to each other. Then, the first motor 12 can drive the rotating shaft of the engine 11 to rotate to assist the starting of the engine 11. When the engine 11 is working, it can also drive the first motor 12 to generate electricity. The electricity generated by the first motor 12 can be stored in the power battery 73 or used for the operation of the second motor 13, thereby improving the vehicle's endurance.

[0047] The intermediate transmission assembly 2 includes a first intermediate transmission member 21 and a second intermediate transmission member 22 . The first intermediate transmission member 21 and the second intermediate transmission member 22 are coaxially arranged, and the second intermediate transmission member 22 can rotate relative to the axis of the first intermediate transmission member 21 .

[0048] The first operating element 3 is arranged on the input shaft 14 and connected to the first intermediate transmission member 21. The first operating element 3 can control the on and off of the power transmission path between the input shaft 14 and the first intermediate transmission member 21. The first output shaft 15 is in transmission connection with the first intermediate transmission member 21, and the first output shaft 15 is used to connect with the first wheel end 71. When the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be in a connected state, the power of the input shaft 14 can be transmitted to the first wheel end 71 through the first operating element 3 and the first intermediate transmission member 21. The power on the input shaft 14 can be provided by the first motor 12, or by the engine 11, or by both the engine 11 and the first motor 12.

[0049] The second motor 13 is in transmission connection with the second intermediate transmission member 22, the second output shaft 16 is coaxially arranged with the first output shaft 15, and the second output shaft 16 is used to connect with the second wheel end 72. The second operating element 4 is connected with the second intermediate transmission member 22, the first output shaft 15 and the second output shaft 16, and the second operating element 4 can control the on and off of the power transmission path between the second intermediate transmission member 22 and the first output shaft 15, and can control the on and off of the power transmission path between the second intermediate transmission member 22 and the second output shaft 16.

[0050] When the second operating element 4 controls the power transmission path between the second intermediate transmission member 22 and the second output shaft 16 to be connected, the second motor 13 can drive the second wheel end 72 to rotate through the second intermediate transmission member 22 and the second operating element 4. When the second operating element 4 controls the power transmission path between the second intermediate transmission member 22 and the first output shaft 15 to be connected, the second motor 13 can drive the first wheel end 71 to rotate through the second intermediate transmission member 22 and the second operating element 4. When the first operating element 3 controls the power transmission path between the second intermediate transmission member 22 and the second output shaft 16 and controls the power transmission path between the second intermediate transmission member 22 and the first output shaft 15 to be connected at the same time, the second motor 13 can drive the first wheel end 71 and the second wheel end 72 to rotate through the second intermediate transmission member 22 and the second operating element 4.

[0051] The second operating element 4 is arranged between the first output shaft 15 and the second output shaft 16, that is, the second operating element 4 is arranged on the output shaft, which can reduce the torque demand of the second operating element 4 and thus reduce the volume of the second operating element 4. According to calculations, the second operating element 4 can be arranged between the first output shaft 15 and the second output shaft 16, which can reduce the torque by about two-thirds compared with the second operating element 4 being arranged at the position of the first intermediate transmission member 21 and the second intermediate transmission member 22. Since the torque demand of the second operating element 4 is reduced, the volume of the second operating element 4 can be made smaller. If the second operating element 4 is arranged on the input shaft 14, the torque demand of the second operating element 4 is greater.

[0052] Since there is a larger axial space between the first output shaft 15 and the second output shaft 16 in the vehicle, disposing the second operating element 4 between the first output shaft 15 and the second output shaft 16 can also make it easier to arrange the power drive system on the vehicle body.

[0053] Through the above arrangement, the first motor 12 can be used for both generating electricity and driving the vehicle to move, thereby improving the performance of the power drive system. The engine 11 can drive the first motor 12 to generate electricity and also drive the vehicle to move, thereby enabling the power performance of the engine 11 and the first motor 12 to be fully utilized.

[0054] In the above, by controlling the first operating element 3 and the second operating element 4, the power drive system can realize the engine direct drive mode, pure electric single motor mode, pure electric dual motor mode, parallel mode, series mode (also known as extended range mode), pure electric dual motor distributed mode, hybrid distributed mode, parking power generation mode, single motor energy recovery mode, dual motor energy recovery mode and dual motor distributed energy recovery mode. The vehicle can control the working mode of the vehicle according to the actual road conditions to improve the fuel economy of the vehicle. For example, when the vehicle speed is at high speed, the engine direct drive mode is adopted so that the engine 11 works in the optimal power area, which can improve the fuel economy of the vehicle.

[0055] When the power drive system is in the engine direct drive mode, the engine 11 is working, the first motor 12 and the second motor 13 are not working, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be connected, the second operating element 4 controls the power transmission path between the second intermediate transmission member 22 and the first output shaft 15 and controls the power transmission path between the second intermediate transmission member 22 and the second output shaft 16 to be connected at the same time, so that the engine 11 can simultaneously drive the first wheel end 71 and the second wheel end 72 to rotate.

[0056] When the power drive system is in pure electric single-motor mode, the second motor 13 is working, the engine 11 and the first motor 12 are not working, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be disconnected, and the second operating element 4 controls the power transmission path between the second intermediate transmission member 22 and the first output shaft 15 and controls the power transmission path between the second intermediate transmission member 22 and the second output shaft 16 to be connected at the same time, so that the first motor 12 can simultaneously drive the first wheel end 71 and the second wheel end 72 to rotate.

[0057] When the power drive system is in pure electric dual-motor mode, the first motor 12 and the second motor 13 are working, the engine 11 is not working, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be connected, the second operating element 4 controls the power transmission path between the second intermediate transmission member 22 and the first output shaft 15 and controls the power transmission path between the second intermediate transmission member 22 and the second output shaft 16 to be connected at the same time, so that the first motor 12 and the second motor 13 can simultaneously drive the first wheel end 71 and the second wheel end 72 to rotate.

[0058] When the power drive system is in parallel mode, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be connected, the second operating element 4 controls the power transmission path between the second intermediate transmission member 22 and the first output shaft 15 and controls the power transmission path between the second intermediate transmission member 22 and the second output shaft 16 to be connected at the same time, and the engine 11 and the second motor 13 work, so that the engine 11 and the second motor 13 jointly drive the first wheel end 71 and the second wheel end 72 to rotate. In this working mode, the first motor 12 can generate electricity under the drive of the engine 11, or it can follow the input shaft 14 to idle.

[0059] When the power drive system is in series mode, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be disconnected, the engine 11 drives the first motor 12 to generate electricity, the second operating element 4 controls the power transmission path between the second intermediate transmission member 22 and the first output shaft 15 and controls the power transmission path between the second intermediate transmission member 22 and the second output shaft 16 to be connected at the same time, and the second motor 13 drives the first wheel end 71 and the second wheel end 72 to rotate.

[0060] When the power drive system is in the pure electric dual-motor distributed mode, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be connected, and the second operating element 4 controls the power transmission path between the second intermediate transmission member 22 and the second output shaft 16 to be connected. The first motor 12 and the second motor 13 are working, and the engine 11 is not working. The first motor 12 drives the first wheel end 71 to rotate through the input shaft 14, the first operating element 3, and the first intermediate transmission member 21, and the second motor 13 drives the second wheel end 72 to rotate through the second intermediate transmission member 22 and the second operating element 4.

[0061] When the power drive system is in a hybrid distributed mode, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21, the second operating element 4 controls the power transmission path between the second intermediate transmission member 22 and the second output shaft 16, the second motor 13 and the engine 11 are working, the first motor 12 is not working, the second motor 13 drives the second wheel end 72 to rotate through the second intermediate transmission member 22 and the second operating element 4, and the engine 11 drives the first wheel end 71 to rotate through the input shaft 14, the first operating element 3 and the first intermediate transmission member 21.

[0062] When the power drive system is in the parking power generation mode, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be disconnected, the second operating element 4 controls the power transmission path between the second intermediate transmission member 22 and the first output shaft 15 and controls the power transmission path between the second intermediate transmission member 22 and the second output shaft 16 to be disconnected at the same time, the engine 11 drives the first motor 12 to generate electricity, and the second motor 13 does not work.

[0063] When the power drive system is in the single-motor energy recovery mode, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be disconnected, the second operating element 4 controls the power transmission path between the second intermediate transmission member 22 and the first input shaft 14 and controls the power transmission path between the first intermediate transmission member 21 and the second output shaft 16 to be connected at the same time, and the first wheel end 71 and the second wheel end 72 drive the second motor 13 to generate electricity.

[0064] When the power drive system is in the dual-motor energy recovery mode, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be connected, the first operating element 3 controls the power transmission path between the second intermediate transmission member 22 and the first output shaft 15 and controls the power transmission path between the second intermediate transmission member 22 and the second output shaft 16 to be connected at the same time, and the first wheel end 71 and the second wheel end 72 drive the first motor 12 and the second motor 13 to generate electricity.

[0065] When the power drive system is in the dual-motor distributed energy recovery mode, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21, and the second operating element 4 controls the power transmission path between the second intermediate transmission member 22 and the second output shaft 16. The first wheel end 71 drives the first motor 12 to generate electricity, and the second wheel end 72 drives the second motor 13 to generate electricity.

[0066] In the above, when the engine 11 fails, the power drive system can be switched to a pure electric single motor mode, a pure electric dual motor mode or a pure electric dual motor distributed mode to drive the vehicle to move; when the first motor 12 fails, the power drive system can be switched to an engine direct drive mode, a pure electric single motor mode, a parallel mode or a hybrid distributed mode to drive the vehicle to move; when the second motor 13 fails, the power drive system can be switched to an engine direct drive mode to drive the vehicle to move, so that the whole vehicle has higher safety redundancy, and the vehicle can continue to drive when one or both of the engine 11, the first motor 12 and the second motor 13 fail.

[0067] When one of the first wheel end 71 and the second wheel end 72 has a tire blowout or slips on the road surface, the power drive system can switch to the pure electric dual-motor distributed mode or the hybrid distributed mode, so that one wheel end is driven independently to maintain the balance of the vehicle and improve safety. Moreover, when the vehicle is in the pure electric dual-motor distributed mode or the hybrid distributed mode, the whole vehicle has a smaller turning radius and track following accuracy, which improves the vehicle's maneuverability and responds faster to emergencies, thereby improving driving safety.

[0068] When the vehicle needs to get out of trouble, the power drive system can switch to engine direct drive mode, pure electric single motor mode, pure electric dual motor mode, parallel mode or series mode, and by locking the differential between the first wheel end 71 and the second wheel end 72, the entire vehicle has a stronger ability to get out of trouble.

[0069] In one embodiment, the power drive system is applied to a four-wheel drive vehicle, and the first wheel end 71 and the second wheel end 72 are the front wheels of the vehicle. When the whole vehicle is in a rear-wheel drive condition, front-wheel drive is not required. The first operating element 3 can be controlled to disconnect the power transmission path between the input shaft 14 and the first intermediate transmission member 21, and the second operating element 4 can control the power transmission path between the second intermediate transmission member 22 and the first output shaft 15 and the power transmission path between the second intermediate transmission member 22 and the second output shaft 16 to be disconnected at the same time, so that only the first output shaft and the second output shaft follow the rotation, thereby avoiding gear oil stirring loss, motor idling iron loss and controller power loss of motor weak magnetic field, thereby improving the efficiency of the whole vehicle.

[0070] In a preferred embodiment, the power drive system further includes a first clutch 17, which connects the engine 11 and the input shaft 14. The first clutch 17 can control the engine 11 to be coupled with the input shaft 14, and control the engine 11 to be separated from the input shaft 14. When the first clutch 17 is in a coupled state, the engine 11 is coupled with the input shaft 14, and the power of the engine 11 can be transmitted to the input shaft 14 through the first clutch 17. When the first clutch 17 is in a separated state, the engine 11 is separated from the input shaft 14, and the power of the engine 11 cannot be transmitted to the input shaft 14, and the power on the input shaft 14 cannot be transmitted to the engine 11. The engine 11, the first clutch 17 and the input shaft 14 are coaxially arranged, and the engine 11 and the input shaft 14 are directly connected to the first clutch 17, which reduces intermediate transmission parts and reduces power consumption during transmission. In other embodiments, the engine 11 is directly connected to the input shaft 14, or the engine 11 is transmission-connected to the input shaft 14, that is, the first clutch 17 is not provided between the engine 11 and the input shaft 14, and mutual transmission of power between the engine 11 and the input shaft 14 can also be achieved.

[0071] In an embodiment where the power drive system further includes a first clutch 17, when the first clutch 17 is in a disengaged state and the first motor 12 is used to drive one or both of the first wheel end 71 and the second wheel end 72 to rotate, the first motor 12 does not need to drag the engine 11 shaft to rotate, thereby reducing the power loss of the first motor 12. In this embodiment, when the power drive system is in an engine direct drive mode, a parallel mode, a series mode, a hybrid distributed mode, and a parking power generation mode, the first clutch 17 is controlled to be in a coupled state so that the engine 11 can output power. When the power drive system is in a pure electric dual-motor mode, a pure electric dual-motor distributed mode, a dual-motor energy recovery mode, and a dual-motor distributed energy recovery mode, the first clutch 17 is controlled to be in a disengaged state so that the rotating shaft of the engine 11 does not need to be dragged to rotate, thereby reducing energy consumption. When the power drive system is in a pure electric single-motor mode and a single-motor energy recovery mode, the first clutch 17 can be in a disengaged state or in a coupled state.

[0072] When the power drive system is arranged on the vehicle body, the axial direction of the input shaft 14 is the width direction of the vehicle. In the present application, the input shaft 14 is parallel to the first output shaft 15 and the second output shaft 16. When the power drive system is arranged on the vehicle body, the axial direction of the input shaft 14 is the width direction of the vehicle. The intermediate transmission assembly 2, the first output shaft 15 and the second output shaft 16 are arranged along the length direction of the vehicle relative to the input shaft 14, the first operating element 3 and the first clutch 17 are arranged on the input shaft 14, the second operating element 4 is arranged between the first output shaft 15 and the second output shaft 16, and the first motor 12 and the second motor 13 are respectively arranged on the radial side of the input shaft 14, that is, the first motor 12 and the second motor 13 are arranged in parallel, so that the space in the length direction of the vehicle is fully utilized, the length of the power drive system in the axial direction of the input shaft 14 is shortened, and then the size of the power drive system in the width direction of the vehicle is reduced, that is, the power drive system can be arranged on a more compact vehicle model.

[0073] Embodiment 1:

[0074] See also Figure 1 as well as Figure 3-Figure 5 The second operating element 4 includes a first coupling member 41, a second coupling member 42 and a third coupling member 43. The first coupling member 41 is transmission-connected to the second intermediate transmission member 22. The second coupling member 42 is connected to the first output shaft 15 and can be coupled to or separated from the first coupling member 41 to control the on-off of the power transmission path between the second intermediate transmission member 22 and the first output shaft 15. The third coupling member 43 is connected to the second output shaft 16 and can be coupled to or separated from the first coupling member 41 to control the on-off of the power transmission path between the second intermediate transmission member 22 and the second output shaft 16.

[0075] In one embodiment, the first coupling member 41, the second coupling member 42 and the third coupling member 43 constitute a dual clutch, that is, the first coupling member 41 is the outer hub of the dual clutch, the second coupling member 42 and the third coupling member 43 are the two inner hubs of the dual clutch, and the outer hub can be coupled with one or both of the two inner hubs. When the vehicle is in a gliding state, the first coupling member 41 rotates, and since the diameters of the second coupling member 42 and the third coupling member 43 are smaller than the diameter of the first coupling member 41, the centrifugal force of the parts of the second operating element 4 that rotate with the first wheel end 71 and the second wheel end 72 (that is, the second coupling member 42 and the third coupling member 43) is reduced, making the second operating element 4 more stable.

[0076] The first coupling member 41 and the second coupling member 42 constitute a fourth clutch, and the first coupling member 41 and the third coupling member 43 constitute a fifth clutch, that is, the fourth clutch and the fifth clutch share an outer hub. In other embodiments, the first coupling member 41 includes a first outer hub and a second outer hub, the first outer hub and the second outer hub are fixedly connected, the second coupling member 42 is a first inner hub, the first inner hub and the first outer hub constitute a fourth clutch, the third coupling member 43 is a second inner hub, the second inner hub and the second outer hub constitute a fifth clutch, that is, the fourth clutch and the fifth clutch have independent outer hubs, and the outer hubs of the fourth clutch and the fifth clutch are fixed together to form the first coupling member 41, and then the fourth clutch and the fifth clutch constitute a dual clutch.

[0077] The dual clutch is a wet clutch, so when controlling the engagement of the wet clutch, two states of "engagement with slipping friction" and "engagement" can be achieved according to the depth of the throttle.

[0078] When the fourth clutch is in the "engaged with slip" state, the first engaging member 41 and the second engaging member 42 are in a semi-engaged state, that is, the first engaging member 41 can drive the second engaging member 42 to rotate together, but when the resistance of one of the wheel ends is large, there can still be relative sliding between the first engaging member 41 and the second engaging member 42. When the fourth clutch is in the "engaged" state, the first engaging member 41 and the second engaging member 42 are completely locked, and the first engaging member 41 and the second engaging member 42 rotate synchronously without relative sliding. When the fourth clutch is in the "engaged" state, the power of the first motor 12, the second motor 13 and the engine 11 is fully output to the wheel end, making the power greater.

[0079] Similarly, when the fifth clutch is in the "engaged with slip" state, the first engaging member 41 and the third engaging member 43 are in a semi-engaged state, that is, the first engaging member 41 can drive the third engaging member 43 to rotate together, but when the resistance of one of the wheel ends is large, there can still be relative sliding between the first engaging member 41 and the third engaging member 43. When the fifth clutch is in the "engaged" state, the first engaging member 41 and the third engaging member 43 are completely locked, and the first engaging member 41 and the third engaging member 43 rotate synchronously without relative sliding. When the fifth clutch is in the "engaged" state, the power of the first motor 12, the second motor 13 and the engine 11 is fully output to the wheel end, making the power greater.

[0080] Embodiment 2:

[0081] See also Figure 1On the basis of the above-mentioned embodiment 1, the first operating element 3 includes a fourth coupling member 31 and a fifth coupling member 32. The fourth coupling member 31 is fixedly connected to the input shaft 14, and the fifth coupling member 32 is rotatably connected to the input shaft 14 and is transmission-connected to the first intermediate transmission member 21. The fourth coupling member 31 can be coupled or separated with the fifth coupling member 32 to control the on-off of the power transmission path between the input shaft 14 and the first intermediate transmission member 21.

[0082] In one embodiment, if Figure 1 As shown, the fourth coupling member 31 and the fifth coupling member 32 constitute the second clutch. Therefore, by controlling the first clutch 17, the second clutch, the fourth clutch and the fifth clutch, it is possible to realize the engine direct drive mode, the pure electric single motor mode, the pure electric dual motor mode, the parallel mode, the series mode, the pure electric dual motor distributed mode, the hybrid distributed mode, the engine direct drive escape mode, the pure electric single motor escape mode, the pure electric dual motor escape mode, the parallel escape mode, the series escape mode, the parking power generation mode, the single motor energy recovery mode, the dual motor energy recovery mode and the dual motor distributed energy recovery mode and other working modes.

[0083] When the power drive system is in the engine direct drive mode, the first clutch 17 and the second clutch are engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the engine 11 is working, the first motor 12 and the second motor 13 are not working, and the power of the engine 11 is transmitted to the first wheel end 71 and the second wheel end 72 through the first clutch 17, the input shaft 14, the second clutch, the first intermediate transmission member 21, the fifth clutch and the fourth clutch.

[0084] When the power drive system is in pure electric single-motor mode, the first clutch 17 and the second clutch are separated, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second motor 13 is working, the engine 11 and the first motor 12 are not working, and part of the power of the second motor 13 is transmitted to the second wheel end 72 through the second intermediate transmission member 22 and the fifth clutch, and the other part of the power is transmitted to the first wheel end 71 through the second intermediate transmission member 22 and the fourth clutch.

[0085] When the power drive system is in pure electric dual-motor mode, the first clutch 17 is disengaged, the second clutch is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the first motor 12 and the second motor 13 are working, and the engine 11 is not working. The power of the first motor 12 and the power of the second motor 13 are combined at the first output shaft 15, the fourth clutch and the fifth clutch and then transmitted to the first wheel end 71 and the second wheel end 72.

[0086] When the power drive system is in parallel mode, the first clutch 17 and the second clutch are engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the engine 11 and the second motor 13 are working, and the first motor 12 is not working. The power of the engine 11 is transmitted to the first output shaft 15, the fourth clutch and the fifth clutch through the first clutch 17, the input shaft 14 and the second clutch. The power of the engine 11 and the power of the second motor 13 are transmitted to the first wheel end 71 and the second wheel end 72 after merging at the first output shaft 15, the fourth clutch and the fifth clutch.

[0087] When the power drive system is in series mode, the second clutch is disengaged, the first clutch 17 is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second motor 13 is working, part of the power of the second motor 13 is transmitted to the second wheel end 72 through the second intermediate transmission member 22 and the fifth clutch, and the other part of the power is transmitted to the first wheel end 71 through the second intermediate transmission member 22 and the fourth clutch, and the engine 11 drives the first motor 12 to generate electricity through the first clutch 17 and the input shaft 14.

[0088] When the power drive system is in the pure electric dual-motor distributed mode, the first clutch 17 and the fourth clutch are disengaged, the second clutch and the fifth clutch are engaged, the first motor 12 and the second motor 13 are working, the engine 11 is not working, and the power of the second motor 13 is transmitted to the second wheel end 72 through the second intermediate transmission member 22 and the fifth clutch, and the power of the first motor 12 is transmitted to the first wheel end 71 through the input shaft 14, the second clutch and the first intermediate transmission member 21.

[0089] When the power drive system is in the hybrid distributed mode, the fourth clutch is disengaged, the first clutch 17, the second clutch and the fifth clutch are all engaged, the second motor 13 and the engine 11 are working, the first motor 12 is not working, and the power of the second motor 13 is transmitted to the second wheel end 72 through the second intermediate transmission member 22 and the fourth clutch, and the power of the engine 11 is transmitted to the first wheel end 71 through the first clutch 17, the input shaft 14, the second clutch and the first intermediate transmission member 21.

[0090] When the power drive system is in the engine direct drive escape mode, the first clutch 17, the second clutch, the fourth clutch and the fifth clutch are all engaged, the engine 11 is working, the first motor 12 and the second motor 13 are not working, and the power of the engine 11 is transmitted to the first wheel end 71 and the second wheel end 72 through the first clutch 17, the input shaft 14, the second clutch, the first intermediate transmission member 21 and the second operating element 4.

[0091] When the power drive system is in the pure electric single-motor escape mode, the first clutch 17 and the second clutch are disengaged, the fourth clutch and the fifth clutch are engaged, the engine 11 and the first motor 12 are not working, and the second motor 13 is working. The power of the second motor 13 is transmitted to the first wheel end 71 and the second wheel end 72 through the second intermediate transmission member 22 and the second operating element 4.

[0092] When the power drive system is in the pure electric dual-motor escape mode, the first clutch 17 is disengaged, the second clutch, the fourth clutch and the fifth clutch are all engaged, the engine 11 is not working, the second motor 13 and the first motor 12 are working, and the power of the second motor 13 is transmitted to the first wheel end 71 and the second wheel end 72 through the second intermediate transmission member 22 and the second operating element 4. The power of the first motor 12 is transmitted to the first wheel end 71 and the second wheel end 72 through the input shaft 14, the second clutch, the first intermediate transmission member 21 and the second operating element 4.

[0093] When the power drive system is in the series escape mode, the second clutch is disengaged, the first clutch 17, the fourth clutch and the fifth clutch are all engaged, the engine 11 drives the first motor 12 to generate electricity, the second motor 13 works, and the power of the second motor 13 is transmitted to the first wheel end 71 and the second wheel end 72 through the second intermediate transmission member 22 and the second operating element 4.

[0094] When the power drive system is in the parallel escape mode, the first clutch 17, the second clutch, the fourth clutch and the fifth clutch are all engaged, the engine 11 and the second motor 13 are working, the power of the second motor 13 is transmitted to the first wheel end 71 and the second wheel end 72 through the second intermediate transmission member 22 and the second operating element 4, and the power of the engine 11 is transmitted to the first wheel end 71 and the second wheel end 72 through the first clutch 17, the input shaft 14, the second clutch, the first intermediate transmission member 21 and the second operating element 4. In this working mode, the first motor 12 can generate electricity under the drive of the engine 11, or the first motor 12 can idle.

[0095] When the power drive system is in the parking power generation mode, the first clutch 17 is engaged, the second clutch, the fourth clutch and the fifth clutch are all disengaged, the second motor 13 does not work, and the engine 11 drives the first motor 12 to generate electricity.

[0096] The single-motor energy recovery mode is the power reverse transmission in the pure electric single-motor mode, the dual-motor energy recovery mode is the power reverse transmission in the pure electric dual-motor mode, and the dual-motor distributed energy recovery mode is the power reverse transmission in the pure electric dual-motor distributed mode. They will not be described in detail here.

[0097] The working modes of the power drive system are as follows:

[0098]

[0099]

[0100] Embodiment three:

[0101] See also Figure 4 Embodiment 3 is based on embodiment 2, and the first operating element 3 can also control the on-off of the power transmission path between the input shaft 14 and the second intermediate transmission member 22, and when the power transmission path between the input shaft 14 and the second intermediate transmission member 22 is in a connected state, the power transmission path between the input shaft 14 and the first intermediate transmission member 21 is disconnected.

[0102] Specifically, the first operating element 3 also includes a sixth coupling member 33, which is connected to the second intermediate transmission member 22, and the fourth coupling member 31 can be coupled or separated with the sixth coupling member 33 to control the on-off of the power transmission path between the input shaft 14 and the second intermediate transmission member 22. Among them, the fourth coupling member 31, the fifth coupling member 32 and the sixth coupling member 33 constitute a three-position synchronizer or a three-position clutch. When the first operating element 3 is in the first position, the fourth coupling member 31 is coupled with the fifth coupling member 32, when the first operating element 3 is in the second position, the fourth coupling member 31 is coupled with the sixth coupling member 33, and when the first operating element 3 is in the third position, the fourth coupling member 31 is separated from the fifth coupling member 32 and the sixth coupling member 33.

[0103] Hereinafter, the working mode in this embodiment is explained by taking the fourth combining member 31 and the fifth combining member 32 forming the second clutch, the fourth combining member 31 and the sixth combining member 33 forming the third clutch, and the second clutch and the third clutch forming a three-position synchronizer or a three-position clutch as an example.

[0104] Therefore, by controlling the first clutch 17, the second clutch, the third clutch, the fourth clutch and the fifth clutch, it is possible to realize engine direct drive mode 1, engine direct drive mode 2, pure electric single motor mode, pure electric dual motor mode 1, pure electric dual motor mode 2, parallel mode 1, parallel mode 2, series mode, pure electric dual motor distributed mode, hybrid distributed mode, engine direct drive escape mode 1, engine direct drive escape mode 2, pure electric single motor escape mode, pure electric dual motor escape mode 1, pure electric dual motor escape mode 2, parallel escape mode 1, parallel escape mode 2, series escape mode, parking power generation mode, single motor energy recovery mode, dual motor energy recovery mode 1, dual motor energy recovery mode 2, dual motor distributed energy recovery mode and other working modes.

[0105] Among them, the engine direct drive mode 1, pure electric single motor mode, pure electric dual motor mode 1, parallel mode 1, series mode, pure electric dual motor distributed mode, hybrid distributed mode, engine direct drive escape mode 1, pure electric single motor escape mode, pure electric dual motor escape mode 1, parallel escape mode 1, series escape mode, parking power generation mode, single motor energy recovery mode, dual motor energy recovery mode 1, dual motor distributed energy recovery mode are respectively the same as the engine direct drive mode, pure electric single motor mode, pure electric dual motor mode, parallel mode, series mode, pure electric dual motor distributed mode, hybrid distributed mode, engine direct drive escape mode, pure electric single motor escape mode, pure electric dual motor escape mode, parallel escape mode, series escape mode, parking power generation mode, single motor energy recovery mode, dual motor energy recovery mode, dual motor distributed energy recovery mode in Example 2, and are not repeated here.

[0106] When the power drive system is in the engine direct drive mode 2, the first clutch 17 and the third clutch are engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second clutch is disengaged, the engine 11 is working, the first motor 12 and the second motor 13 are not working, and the power of the engine 11 is transmitted to the first wheel end 71 and the second wheel end 72 through the first clutch 17, the input shaft 14, the third clutch, the second intermediate transmission member 22, the fifth clutch and the fourth clutch.

[0107] When the power drive system is in pure electric dual-motor mode 2, the first clutch 17 and the second clutch are disengaged, the third clutch is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the first motor 12 and the second motor 13 are working, and the engine 11 is not working. The power of the first motor 12 and the power of the second motor 13 are combined at the second intermediate transmission member 22, the fourth clutch and the fifth clutch and then transmitted to the first wheel end 71 and the second wheel end 72.

[0108] When the power drive system is in parallel mode 2, the first clutch 17 and the third clutch are engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second clutch is disengaged, the engine 11 and the second motor 13 are working, and the first motor 12 is not working. The power of the engine 11 is transmitted to the second intermediate transmission member 22, the fourth clutch and the fifth clutch through the first clutch 17, the input shaft 14 and the third clutch. The power of the engine 11 and the power of the second motor 13 are transmitted to the first wheel end 71 and the second wheel end 72 after merging at the second intermediate transmission member 22, the fourth clutch and the fifth clutch.

[0109] When the power drive system is in the engine direct drive escape mode 2, the first clutch 17, the third clutch, the fourth clutch and the fifth clutch are all engaged, the second clutch is disengaged, the engine 11 is working, the first motor 12 and the second motor 13 are not working, and the power of the engine 11 is transmitted to the first wheel end 71 and the second wheel end 72 through the first clutch 17, the input shaft 14, the third clutch, the second intermediate transmission member 22 and the second operating element 4.

[0110] When the power drive system is in the pure electric dual-motor escape mode 2, the first clutch 17 and the second clutch are disengaged, the third clutch, the fourth clutch and the fifth clutch are all engaged, the engine 11 does not work, the second motor 13 and the first motor 12 work, and the power of the second motor 13 is transmitted to the first wheel end 71 and the second wheel end 72 through the second intermediate transmission member 22 and the second operating element 4. The power of the first motor 12 is transmitted to the first wheel end 71 and the second wheel end 72 through the input shaft 14, the third clutch, the second intermediate transmission member 22 and the second operating element 4.

[0111] When the power drive system is in parallel escape mode 2, the first clutch 17, the third clutch, the fourth clutch and the fifth clutch are all engaged, the second clutch is disengaged, the engine 11 and the second motor 13 are working, the power of the second motor 13 is transmitted to the first wheel end 71 and the second wheel end 72 through the second intermediate transmission member 22 and the second operating element 4, and the power of the engine 11 is transmitted to the first wheel end 71 and the second wheel end 72 through the first clutch 17, the input shaft 14, the third clutch, the second intermediate transmission member 22 and the second operating element 4. In this working mode, the first motor 12 can generate electricity under the drive of the engine 11, or the first motor 12 can idle.

[0112] Pure electric dual-motor energy recovery mode 2 is the reverse transmission of power in pure electric dual-motor mode 2, which will not be described in detail here.

[0113] Embodiment 4:

[0114] See also Figure 5 In the fourth embodiment, based on the third embodiment, the first operating element 3 can also control the power transmission paths between the input shaft 14 and the first intermediate transmission member 21 and between the input shaft 14 and the second intermediate transmission member 22 to be connected. Specifically, the fourth coupling member 31, the fifth coupling member 32 and the sixth coupling member 33 form a double clutch, that is, the fourth coupling member 31 can be coupled with the fifth coupling member 32 and the sixth coupling member 33 at the same time.

[0115] For example, the fourth coupling member 31 includes a first coupling portion and a second coupling portion, the first coupling portion can be coupled with the fifth coupling member 32 to form a second clutch, and the second coupling portion can be coupled with the sixth coupling member 33 to form a third clutch.

[0116] exist Figure 5 In the illustrated embodiment, the first coupling portion is the inner hub of the second clutch, the second coupling portion is the inner hub of the third clutch, the fifth coupling member 32 is the outer hub of the second clutch, and the sixth coupling member 33 is the outer hub of the third clutch.

[0117] Therefore, by controlling the first clutch 17, the second clutch, the third clutch, the fourth clutch and the fifth clutch, on the basis of Example 3, other working modes such as pure electric dual-motor mode 3, pure electric dual-motor escape mode 3, and dual-motor energy recovery mode 3 can be realized.

[0118] When the power drive system is in pure electric dual-motor mode 3, the first clutch 17 is disengaged, the second clutch and the third clutch are engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the first motor 12 and the second motor 13 are working, and the engine 11 is not working. The power of the first motor 12 and the power of the second motor 13 are combined at the second intermediate transmission member 22, the fourth clutch and the fifth clutch and then transmitted to the first wheel end 71 and the second wheel end 72.

[0119] When the power drive system is in the pure electric dual-motor escape mode 3, the first clutch 17 is disengaged, the second clutch, the third clutch, the fourth clutch and the fifth clutch are all engaged, the first motor 12 and the second motor 13 are working, the engine 11 is not working, and the power of the first motor 12 and the power of the second motor 13 are combined at the second intermediate transmission member 22, the fourth clutch and the fifth clutch and then transmitted to the first wheel end 71 and the second wheel end 72.

[0120] Embodiment five:

[0121] See also Figure 6-Figure 12 The second operating element 4 includes a differential 46 and an operating member 45. The differential 46 includes an input end 461, a first output half shaft 462, a second output half shaft 463 and a planetary gear 467. The planetary gear 467 is connected to the input end 461 and can rotate. The first output half shaft 462 and the second output half shaft 463 are transmission-connected to the planetary gear 467. When power is input from the input end 461, the power can be distributed to the first output half shaft 462 and the second output half shaft 463. When the resistances on the first output half shaft 462 and the second output half shaft 463 are the same, the rotation speeds of the first output half shaft 462 and the second output half shaft 463 are the same. When the resistances on the first output half shaft 462 and the second output half shaft 463 are different, the first output half shaft 462 and the second output half shaft 463 can form a speed difference, thereby realizing the differential function of the differential.

[0122] The input end 461 of the differential 46 is connected to the second intermediate transmission member 22 , the second output half shaft 463 of the differential 46 is connected to the second output shaft 16 , and the first output half shaft 462 can be connected to the first output shaft 15 under the control of the operating member 45 .

[0123] The operating member 45 can be switched to at least a first state, a second state, and a third state.

[0124] When the operating member 45 is switched to the first state, the first output axle 462 is combined with the first output shaft 15, and the planetary gear 467 can rotate, so that there is a speed difference between the first output axle 462 and the second output axle 463. When the operating member 45 is in the first state, the power of the input end 461 is distributed to the first wheel end 71 and the second wheel end 72 through the first output axle 462 and the second output axle 463, and when the resistance of the first wheel end 71 and the second wheel end 72 are different, the rotation speeds of the first output axle 462 and the second output axle 463 are different, so that the vehicle can turn. When the resistance of the first wheel end 71 and the second wheel end 72 are the same, the rotation speeds of the first output axle 462 and the second output axle 463 are the same, so that the vehicle can travel in a straight line.

[0125] When the operating member 45 is switched to the second state, the self-rotation function of the planetary gear 467 is locked, that is, the differential function of the differential 46 is locked, and the first output axle 462 is separated from the first output shaft 15. After the self-rotation function of the planetary gear 467 is locked, the first output axle 462 and the second output axle 463 can only rotate synchronously without a speed difference, so that the power between the input end 461, the first output axle 462 and the second output axle 463 can be mutually transmitted through the planetary gear 467. In other words, when the operating member 45 is in the second state, the power of the second intermediate transmission member 22 can be transmitted to the second wheel end 72 through the differential 46 and the second output shaft 16, so that the second motor 13 can drive the second wheel end 72 to rotate alone. For example, in the working modes of the pure electric dual-motor distributed mode, the hybrid distributed mode and the dual-motor distributed energy recovery mode, the second motor 13 needs to independently drive the second wheel end 72 to rotate, and does not need to drive the first wheel end 71 to rotate.

[0126] The way to lock the self-rotation function of the planetary gear 467 is to fix any two of the planetary gear 467, the input end 461, the first output half shaft 462 and the second output half shaft 463 together. Fig. 9 In the second operating element 4 shown, the operating member 45 can lock the rotation function of the planetary gear 467 by fixing the input end 461 and the first output half shaft 462 together; Fig.10 and Fig.12In the second operating element 4 shown, the operating member 45 can lock the rotation function of the planetary gear 467 by fixing the input end 461 and the second output semi-shaft 463 together; Fig.11 In the second operating element 4 shown, the operating member 45 can lock the rotation function of the planetary gear 467 by fixing the first output half shaft 462 and the second output half shaft 463 together.

[0127] When the operating member 45 is switched to the third state, the planetary gear 467 can rotate, that is, there can be a speed difference between the first output semi-shaft 462 and the second output semi-shaft 463, and the first output semi-shaft 462 is separated from the first output shaft 15. When the operating member 45 is in the third state, since there is almost no resistance on the first output semi-shaft 462, the power input from the input end 461 cannot be transmitted to the second output semi-shaft 463, and the power input from the second output semi-shaft 463 cannot be transmitted to the input end 461, so that when the vehicle is in the sliding process, the second wheel end 72 cannot drive the second motor 13 to rotate, thereby preventing the second motor 13 from being demagnetized.

[0128] exist Fig.10 In the illustrated embodiment, the operating member 45 includes a seventh coupling member 451, an eighth coupling member 452 and a ninth coupling member 453. The seventh coupling member 451 is connected to the first output semi-shaft 462, the eighth coupling member 452 is connected to the first output shaft 15, and the seventh coupling member 451 and the eighth coupling member 452 can be combined or separated to achieve the connection and disconnection between the first output semi-shaft 462 and the first output shaft 15. The ninth coupling member 453 is connected to the input end 461, and the ninth coupling member 453 can be combined or separated with the seventh coupling member 451 to achieve the connection and disconnection between the first output semi-shaft 462 and the input end 461. When the ninth coupling member 453 is combined with the seventh coupling member 451, the self-rotation function of the planetary gear 467 is locked. Therefore, by controlling the seventh coupling member 451 to be able to be combined or separated with the eighth coupling member 452, and controlling the ninth coupling member 453 to be able to be combined or separated with the seventh coupling member 451, switching between different working modes is achieved. In this embodiment, the seventh coupling member 451 , the eighth coupling member 452 and the ninth coupling member 453 constitute a three-position synchronizer or a three-position clutch.

[0129] When the operating member 45 is switched to the first state, the seventh combining member 451 is combined with the eighth combining member 452, and the ninth combining member 453 is separated from the seventh combining member 451. When the operating member 45 is switched to the second state, the seventh combining member 451 is separated from the eighth combining member 452, and the ninth combining member 453 is combined with the seventh combining member 451. When the operating member 45 is switched to the third state, the seventh combining member 451 is separated from the eighth combining member 452, and the ninth combining member 453 is separated from the seventh combining member 451.

[0130] In some embodiments, the operating member 45 can also be switched to a fourth state. When the operating member 45 is switched to the fourth state, the rotation function of the planetary gear 467 is locked, that is, the differential function of the differential 46 is locked, and the first output half shaft 462 is combined with the first output shaft 15. Fig. 9 , Fig.11 as well as Fig.12 The second operating element 4 is shown. At this time, the power of the second intermediate transmission member 22 is directly transmitted to the first wheel end 71 and the second wheel end 72, and the first wheel end 71 and the second wheel end 72 rotate synchronously, thereby outputting greater power to help the vehicle escape.

[0131] exist Fig. 9 , Fig.11 as well as Fig.12 In the illustrated embodiment, the operating member 45 includes a seventh coupling member 451, an eighth coupling member 452, a ninth coupling member 453 and a tenth coupling member 454. The seventh coupling member 451 is connected to the first output half shaft 462, the eighth coupling member 452 is connected to the first output shaft 15, and the seventh coupling member 451 can be coupled with or separated from the eighth coupling member 452, that is, the seventh coupling member 451 and the eighth coupling member 452 constitute a fourth clutch. The ninth coupling member 453 is connected to the input end 461, the tenth coupling member 454 is connected to one of the first output half shaft 462 and the second output half shaft 463, and the ninth coupling member 453 can be coupled with or separated from the tenth coupling member 454, that is, the ninth coupling member 453 and the tenth coupling member 454 constitute a fifth clutch.

[0132] In one embodiment, the seventh coupling member 451 and the tenth coupling member 454 are an integral structure, and the seventh coupling member 451 , the eighth coupling member 452 , the ninth coupling member 453 and the tenth coupling member 454 constitute a double clutch.

[0133] In one embodiment, the seventh coupling member 451 and the tenth coupling member 454 are separate structures, and the fourth clutch and the fifth clutch are separate structures.

[0134] In the embodiment where the operating member 45 can also be switched to the fourth state, through the control of the operating member 45, the first operating element 3 and the first clutch 17, in addition to the above-mentioned working modes, the engine direct drive escape mode, the pure electric single motor escape mode, the pure electric dual motor escape mode, the series escape mode and the parallel escape mode can also be realized.

[0135] When the power drive system is in the engine direct drive escape mode, the first clutch 17 is engaged, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be connected, the operating member 45 controls the differential function of the differential 46 to be locked, and the first output half shaft 462 is engaged with the first output shaft 15, the engine 11 is working, the first motor 12 and the second motor 13 are not working, and the power of the engine 11 drives the first wheel end 71 and the second wheel end 72 to rotate at the same time.

[0136] When the power drive system is in the pure electric single-motor escape mode, the first clutch 17 is disengaged, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be disconnected, the operating member 45 controls the differential function of the differential 46 to be locked, and the first output half shaft 462 is combined with the first output shaft 15, the engine 11 and the first motor 12 are not working, and the second motor 13 is working, and the power of the second motor 13 simultaneously drives the first wheel end 71 and the second wheel end 72 to rotate.

[0137] When the power drive system is in the pure electric dual-motor escape mode, the first clutch 17 is disengaged, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be connected, the operating member 45 controls the differential function of the differential 46 to be locked, and the first output half shaft 462 is combined with the first output shaft 15, the engine 11 does not work, the first motor 12 and the second motor 13 work, and the first motor 12 and the second motor 13 simultaneously drive the first wheel end 71 and the second wheel end 72 to rotate.

[0138] When the power drive system is in the series escape mode, the first clutch 17 is engaged, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be disconnected, the operating member 45 controls the differential function of the differential 46 to be locked, and the first output half shaft 462 is engaged with the first output shaft 15, the engine 11 and the second motor 13 are working, the engine 11 drives the first motor 12 to generate electricity, and the power of the second motor 13 simultaneously drives the first wheel end 71 and the second wheel end 72 to rotate.

[0139] When the power drive system is in the parallel escape mode, the first clutch 17 is engaged, the first operating element 3 controls the power transmission path between the input shaft 14 and the first intermediate transmission member 21 to be connected, the operating member 45 controls the differential function of the differential 46 to be locked, and the first output half shaft 462 is engaged with the first output shaft 15, the engine 11 and the second motor 13 are working, and the power of the engine 11 and the second motor 13 simultaneously rotates the first wheel end 71 and the second wheel end 72. In this working mode, the first motor 12 can generate electricity under the drive of the engine 11, and can also follow the input shaft 14 to idle.

[0140] exist Fig. 9 and Fig.10 In the illustrated embodiment, the differential 46 further includes a differential housing 464, a first gear 465 and a second gear 466. The differential housing 464 is fixedly connected to the input end 461. The first output axle 462 and the second output axle 463 are coaxially arranged and can rotate relative to the differential housing 464. The first gear 465 is fixed on the first output axle 462, and the second gear 466 is fixed on the second output axle 463. The planetary gear 467 is rotatably connected to the differential housing 464, and the axial direction of the planetary gear 467 is perpendicular to the axial direction of the first output axle 462. The planetary gear 467 is meshed with the first gear 465 and the second gear 466. The planetary gear 467 can rotate with the differential housing 464, that is, revolve, and the planetary gear 467 can also rotate relative to the differential housing 464, that is, rotate, so that when the resistance of the first wheel end 71 and the second wheel end 72 is different, a speed difference can be formed between the first wheel end 71 and the second wheel end 72, thereby realizing the turning of the vehicle.

[0141] See also Fig.11 In one embodiment, the differential 46 further includes a first sun gear 471, a first planetary carrier 474 and a first ring gear 475, the planetary gears include a first inner planetary gear 472 and a first outer planetary gear 473, one of the first sun gear 471 and the first planetary carrier 474 is connected to the first output half shaft 462, and the other is connected to the second output half shaft 463, the first inner planetary gear 472 and the first outer planetary gear 473 are rotatably connected to the first planetary carrier 474, and the first inner planetary gear 472 is meshed with the first sun gear 471, the first outer planetary gear 473 is meshed with the first inner planetary gear 472, the first ring gear 475 is meshed with the first outer planetary gear 473, and the first ring gear 475 is connected to the input end 461. Since the first inner planetary gear 472 and the first outer planetary gear 473 can both rotate relative to the first planet carrier 474, and the first inner planetary gear 472 and the first sun gear 471, the first outer planetary gear 473 and the first inner planetary gear 472, and the first ring gear 475 and the first outer planetary gear 473 are all meshed, the power of the input end 461 can be transmitted to the first output axle 462 and the second output axle 463, and there can be a speed difference between the first output axle 462 and the second output axle 463. By arranging the first inner planetary gear 472 and the first outer planetary gear 473 on the first planet carrier 474, the torque on the first sun gear 471 and the first planet carrier 474 is equal.

[0142] See also Fig.12In one embodiment, the differential 46 further includes a second sun gear 481, a third sun gear 482 and a second planet carrier 485, the planet gear 467 includes a second inner planet gear 483 and a second outer planet gear 484, the second sun gear 481 and the third sun gear 482 are coaxially arranged, that is, the second sun gear 481 and the third sun gear 482 form a side-by-side structure, one of the second sun gear 481 and the third sun gear 482 is connected to the first output half shaft 462, and the other is connected to the second output half shaft 463, the second planet carrier 485 is connected to the input end 461, the second inner planet gear 483 and the second outer planet gear 484 are rotatably connected to the second planet carrier 485, and the second The inner planetary gear 483 meshes with the second sun gear 481, and the second outer planetary gear 484 meshes with the second inner planetary gear 483 and the third sun gear 482. Since the second inner planetary gear 483 and the second outer planetary gear 484 can rotate relative to the second planet carrier 485, and the second inner planetary gear 483 and the second sun gear 481, the second outer planetary gear 484 and the second inner planetary gear 483, and the third sun gear 482 and the second outer planetary gear 484 are all meshed, the power of the input end 461 can be transmitted to the first output axle 462 and the second output axle 463, and there can be a speed difference between the first output axle 462 and the second output axle 463. Among them, by arranging the second inner planetary gear 483 and the second outer planetary gear 484 on the second planet carrier 485, the torque on the second sun gear 481 and the third sun gear 482 are equal.

[0143] In one embodiment, two second outer planetary gears 484 are configured and the two second outer planetary gears 484 are fixed together, wherein one second outer planetary gear 484 is used to mesh with the second inner planetary gear 483, and the other second outer planetary gear 484 is used to mesh with the three sun gears, so as to facilitate pairing between the second outer planetary gear 484 and the second inner planetary gear 483, and between the second outer planetary gear 484 and the three sun gears.

[0144] Embodiment six:

[0145] See also Figure 6 On the basis of the above-mentioned fifth embodiment, the first operating element 3 includes a fourth coupling member 31 and a fifth coupling member 32. The fourth coupling member 31 is fixedly connected to the input shaft 14, and the fifth coupling member 32 is rotatably connected to the input shaft 14 and is transmission-connected to the first intermediate transmission member 21. The fourth coupling member 31 can be coupled or separated with the fifth coupling member 32 to control the on-off of the power transmission path between the input shaft 14 and the first intermediate transmission member 21.

[0146] In one embodiment, if Figure 6As shown, the fourth coupling member 31 and the fifth coupling member 32 constitute the second clutch. By controlling the first clutch 17, the second clutch, the fourth clutch and the fifth clutch, working modes such as pure electric single motor mode, series mode, parking power generation mode, hybrid distributed mode 1, hybrid distributed mode 2, pure electric dual motor distributed mode 1, pure electric dual motor distributed mode 2, single motor energy recovery mode, dual motor distributed energy recovery mode 1 and dual motor distributed energy recovery mode 2 can be realized.

[0147] When the power drive system is in pure electric single-motor mode, the fourth clutch is engaged, the first clutch 17, the second clutch and the fifth clutch are disengaged, the engine 11 and the first motor 12 are not working, the second motor 13 is working, and the power of the second motor 13 is transmitted to the first wheel end 71 and the second wheel end 72 through the second intermediate transmission member 22 and the differential 46.

[0148] When the power drive system is in the series mode, the first clutch 17 and the fourth clutch are engaged, the second clutch and the fifth clutch are disengaged, the engine 11 drives the first motor 12 to generate electricity, the second motor 13 works, and the power of the second motor 13 is transmitted to the first wheel end 71 and the second wheel end 72 through the second intermediate transmission member 22 and the differential 46.

[0149] When the power drive system is in the parking power generation mode, the first clutch 17 is engaged, the second clutch, the fourth clutch and the fifth clutch are all disengaged, the second motor 13 does not work, and the engine 11 drives the first motor 12 to generate electricity.

[0150] When the power drive system is in hybrid distributed mode 1, the first clutch 17, the second clutch and the fifth clutch are all engaged, the fourth clutch is disengaged, the second motor 13 and the engine 11 are working, the first motor 12 is not working, and the power of the second motor 13 is transmitted to the second wheel end 72 through the second intermediate transmission member 22 and the fifth clutch, and the power of the engine 11 is transmitted to the first wheel end 71 through the first clutch 17, the input shaft 14, the second clutch and the first intermediate transmission member 21.

[0151] When the power drive system is in hybrid distributed mode 2, the first clutch 17, the second clutch, and the fourth clutch are engaged, the fifth clutch is disengaged, the second motor 13 and the engine 11 are working, the first motor 12 is not working, and the power of the second motor 13 is transmitted to the differential 46 through the second intermediate transmission member 22. Part of the power of the engine 11 is transmitted to the first wheel end 71 through the first clutch 17, the input shaft 14, the second clutch and the first intermediate transmission member 21. Another part of the power is transmitted to the differential 46 through the fourth clutch and is transmitted to the second wheel end 72 after merging with the power of the second motor 13.

[0152] When the power drive system is in pure electric dual-motor distributed mode 1, the second clutch and the fifth clutch are both engaged, the first clutch 17 and the fourth clutch are disengaged, the first motor 12 and the second motor 13 are working, the engine 11 is not working, and the power of the second motor 13 is transmitted to the second wheel end 72 through the second intermediate transmission member 22 and the fifth clutch, and the power of the first motor 12 is transmitted to the first wheel end 71 through the input shaft 14, the second clutch and the first intermediate transmission member 21.

[0153] When the power drive system is in pure electric dual-motor distributed mode 2, the second clutch, the fourth clutch, and the fifth clutch are engaged, the first clutch 17 is disengaged, the first motor 12 and the second motor 13 are working, the engine 11 is not working, and the power of the second motor 13 is transmitted to the differential 46 through the second intermediate transmission member 22. Part of the power of the first motor 12 is transmitted to the first wheel end 71 through the first clutch 17, the input shaft 14, the second clutch, and the first intermediate transmission member 21. Another part of the power is transmitted to the differential 46 through the fourth clutch, and is transmitted to the second wheel end 72 after merging with the power of the second motor 13.

[0154] The single-motor energy recovery mode is the power reverse transmission in pure electric single-motor mode, the dual-motor distributed energy recovery mode 1 is the power reverse transmission in pure electric dual-motor distributed mode 1, and the dual-motor distributed energy recovery mode 2 is the power reverse transmission in pure electric dual-motor distributed mode 2, which will not be described in detail here.

[0155] The working modes of the power drive system are as follows:

[0156]

[0157] Embodiment seven:

[0158] See also Figure 7 Embodiment 7 is based on embodiment 6, and the first operating element 3 can also control the on-off of the power transmission path between the input shaft 14 and the second intermediate transmission member 22, and when the power transmission path between the input shaft 14 and the second intermediate transmission member 22 is in a connected state, the power transmission path between the input shaft 14 and the first intermediate transmission member 21 is disconnected.

[0159] Specifically, the first operating element 3 also includes a sixth coupling member 33, which is connected to the second intermediate transmission member 22, and the fourth coupling member 31 can be coupled or separated with the sixth coupling member 33 to control the on-off of the power transmission path between the input shaft 14 and the second intermediate transmission member 22. Among them, the fourth coupling member 31, the fifth coupling member 32 and the sixth coupling member 33 constitute a three-position synchronizer or a three-position clutch. When the first operating element 3 is in the first position, the fourth coupling member 31 is coupled with the fifth coupling member 32, when the first operating element 3 is in the second position, the fourth coupling member 31 is coupled with the sixth coupling member 33, and when the first operating element 3 is in the third position, the fourth coupling member 31 is separated from the fifth coupling member 32 and the sixth coupling member 33.

[0160] Hereinafter, the working mode in this embodiment is explained by taking the fourth combining member 31 and the fifth combining member 32 forming the second clutch, the fourth combining member 31 and the sixth combining member 33 forming the third clutch, and the second clutch and the third clutch forming a three-position synchronizer or a three-position clutch as an example.

[0161] Therefore, by controlling the first clutch 17, the second clutch, the third clutch, the fourth clutch and the fifth clutch, in addition to realizing the pure electric single motor mode, series mode, parking power generation mode, hybrid distributed mode 1, hybrid distributed mode 2, pure electric dual motor distributed mode 1, pure electric dual motor distributed mode 2, single motor energy recovery mode and dual motor distributed energy recovery mode in Example 6, it is also possible to realize the engine direct drive mode, pure electric dual motor mode, parallel mode, dual motor energy recovery mode, dual motor distributed energy recovery mode and other working modes.

[0162] When the power drive system is in the engine direct drive mode, the first clutch 17, the third clutch, and the fourth clutch are engaged, the second clutch and the fifth clutch are disengaged, the engine 11 is working, the first motor 12 and the second motor 13 are not working, and the power of the engine 11 is transmitted to the first wheel end 71 and the second wheel end 72 through the first clutch 17, the input shaft 14, the third clutch, the second intermediate transmission member 22, the differential 46 and the fourth clutch.

[0163] When the power drive system is in pure electric dual-motor mode, the first clutch 17 and the second clutch and the fifth clutch are separated, the third clutch and the fourth clutch are engaged, the first motor 12 and the second motor 13 are working, the engine 11 is not working, and the power of the first motor 12 and the power of the second motor 13 are combined at the second intermediate transmission member 22 and then transmitted to the first wheel end 71 and the second wheel end 72 through the differential 46.

[0164] When the power drive system is in parallel mode, the first clutch 17, the third clutch and the fourth clutch are all engaged, the second clutch and the fifth clutch are disengaged, the engine 11 and the second motor 13 are working, and the first motor 12 is not working. The power of the engine 11 is transmitted to the second intermediate transmission member 22 through the first clutch 17, the input shaft 14, and the third clutch, and is combined with the power of the second motor 13 at the second intermediate transmission member 22 and transmitted to the first wheel end 71 and the second wheel end 72 through the differential 46.

[0165] The dual-motor energy recovery mode is the reverse transmission of power in the pure electric dual-motor mode, which will not be described in detail here.

[0166] Embodiment eight:

[0167] See also Figure 8 , Embodiment 8 is based on Embodiment 7, and the first operating element 3 can also control the power transmission paths between the input shaft 14 and the first intermediate transmission member 21 and between the input shaft 14 and the second intermediate transmission member 22 to be connected. Specifically, the fourth coupling member 31, the fifth coupling member 32 and the sixth coupling member 33 constitute a double clutch, that is, the fourth coupling member 31 can be coupled with the fifth coupling member 32 and the sixth coupling member 33 at the same time.

[0168] For example, the fourth coupling member 31 includes a first coupling portion and a second coupling portion, the first coupling portion can be coupled with the fifth coupling member 32 to form a second clutch, and the second coupling portion can be coupled with the sixth coupling member 33 to form a third clutch.

[0169] exist Figure 8 In the illustrated embodiment, the first coupling portion is the second clutch inner hub, the second coupling portion is the third clutch inner hub, the fifth coupling member 32 is the second clutch outer hub, and the sixth coupling member 33 is the third clutch outer hub.

[0170] Therefore, by controlling the first clutch 17, the second clutch, the third clutch, the fourth clutch and the fifth clutch, in addition to being able to realize the pure electric single motor mode, series mode, parking power generation mode, hybrid distributed mode 1, hybrid distributed mode 2, pure electric dual motor distributed mode 1, pure electric dual motor distributed mode 2, single motor energy recovery mode and dual motor distributed energy recovery mode, engine direct drive mode, pure electric dual motor mode, parallel mode, dual motor energy recovery mode, dual motor distributed energy recovery mode in Example 7, hybrid distributed mode 2 and pure electric dual motor distributed mode 2 can also be realized.

[0171] When the power drive system is in hybrid distributed mode 3, the fourth clutch is disengaged, the first clutch 17, the second clutch, the third clutch, and the fifth clutch are all engaged, the engine 11 and the second motor 13 are working, and the first motor 12 is not working. Part of the power of the engine 11 is transmitted to the first wheel end 71 through the input shaft 14, the second clutch, and the first intermediate transmission member 21, and the other part of the power is combined with the power of the second motor 13 through the input shaft 14, the third clutch, and the second intermediate transmission member 22, and then drives the second wheel end 72 to rotate through the differential 46.

[0172] When the power drive system is in pure electric dual-motor distributed mode 2, the first clutch 17 and the fourth clutch are disengaged, the second clutch, the third clutch, and the fifth clutch are all engaged, the first motor 12 and the second motor 13 are working, and the engine 11 is not working. Part of the power of the first motor 12 is transmitted to the first wheel end 71 through the input shaft 14, the second clutch, and the first intermediate transmission member 21, and the other part of the power is combined with the power of the second motor 13 through the input shaft 14, the third clutch, and the second intermediate transmission member 22, and then drives the second wheel end 72 to rotate through the differential 46.

[0173] Embodiment nine:

[0174] See also Figure 7 and Figure 8 In the above-mentioned seventh and eighth embodiments, when the operating member 45 includes the fourth state in which the first output half shaft 462 and the first output shaft 15 and the input end 461 are combined with one of the first output half shaft 462 and the second output half shaft 463, by controlling the first clutch 17, the second clutch, the third clutch, the fourth clutch and the first clutch 17, the engine direct drive escape mode 1, the engine direct drive escape mode 2, the pure electric single motor escape mode, the pure electric dual motor escape mode 1, the pure electric dual motor escape mode 2, the series escape mode, the parallel escape mode 1 and the parallel escape mode 2 can also be realized.

[0175] When the power drive system is in the engine direct drive escape mode 1, the first clutch 17, the second clutch, the fourth clutch and the fifth clutch are all engaged, the third clutch is disengaged, the engine 11 is working, the first motor 12 and the second motor 13 are not working, and the power of the engine 11 is transmitted to the first wheel end 71 and the second wheel end 72 through the first clutch 17, the input shaft 14, the second clutch, the first intermediate transmission member 21, the fourth clutch and the fifth clutch.

[0176] When the power drive system is in the engine direct drive escape mode 2, the first clutch 17, the third clutch, the fourth clutch and the fifth clutch are all engaged, the second clutch is disengaged, the engine 11 is working, the first motor 12 and the second motor 13 are not working, and the power of the engine 11 is transmitted to the first wheel end 71 and the second wheel end 72 through the first clutch 17, the input shaft 14, the second clutch, the second intermediate transmission member 22, the fourth clutch and the fifth clutch.

[0177] When the power drive system is in the pure electric single-motor escape mode, the first clutch 17, the second clutch and the third clutch are disengaged, the fourth clutch and the fifth clutch are engaged, the second motor 13 is working, the engine 11 and the first motor 12 are not working, and part of the power of the second motor 13 is transmitted to the second wheel end 72 through the second intermediate transmission member 22 and the fifth clutch, and the other part of the power is transmitted to the first wheel end 71 through the second intermediate transmission member 22 and the fourth clutch.

[0178] When the power drive system is in the pure electric dual-motor escape mode 1, the first clutch 17 and the third clutch are disengaged, the second clutch, the fourth clutch and the fifth clutch are all engaged, the first motor 12 and the second motor 13 are working, the engine 11 is not working, and the power of the first motor 12 and the power of the second motor 13 are combined at the first output shaft 15, the fourth clutch and the fifth clutch and then transmitted to the first wheel end 71 and the second wheel end 72.

[0179] When the power drive system is in the pure electric dual-motor escape mode 2, the first clutch 17 and the second clutch are disengaged, the third clutch, the fourth clutch and the fifth clutch are all engaged, the first motor 12 and the second motor 13 are working, and the engine 11 is not working. The power of the first motor 12 and the power of the second motor 13 are combined at the second intermediate transmission member 22, and then transmitted to the first wheel end 71 and the second wheel end 72 through the fourth clutch and the fifth clutch.

[0180] When the power drive system is in the series escape mode, the second clutch and the third clutch are disengaged, the first clutch 17, the fourth clutch and the fifth clutch are all engaged, the second motor 13 is working, part of the power of the second motor 13 is transmitted to the second wheel end 72 through the second intermediate transmission member 22 and the fifth clutch, and the other part of the power is transmitted to the first wheel end 71 through the second intermediate transmission member 22 and the fourth clutch, and the engine 11 drives the first motor 12 to generate electricity through the first clutch 17 and the input shaft 14.

[0181] When the power drive system is in parallel escape mode 1, the first clutch 17, the second clutch, the fourth clutch and the fifth clutch are all engaged, the third clutch is disengaged, the engine 11 and the second motor 13 are working, the first motor 12 is not working, and the power of the engine 11 is transmitted to the first output shaft 15, the fourth clutch and the fifth clutch through the first clutch 17, the input shaft 14 and the second clutch, and the power of the second motor 13 is transmitted to the fourth clutch and the fifth clutch, and then the power of the engine 11 is combined with the power of the second motor 13 and transmitted to the first wheel end 71 and the second wheel end 72.

[0182] When the power drive system is in parallel escape mode 2, the first clutch 17, the third clutch, the fourth clutch and the fifth clutch are all engaged, the second clutch is disengaged, the engine 11 and the second motor 13 are working, the first motor 12 is not working, and the power of the engine 11 is transmitted to the second intermediate transmission member 22 through the first clutch 17, the input shaft 14 and the third clutch, and is transmitted to the first wheel end 71 and the second wheel end 72 after merging with the power of the second motor 13 at the second intermediate transmission member 22.

[0183] Embodiment ten:

[0184] See also Figure 6 In the above-mentioned embodiment six, when the operating member 45 includes the fourth state between the first output half shaft 462 and the first output shaft 15 and the input end 461 and one of the first output half shaft 462 and the second output half shaft 463, by controlling the first clutch 17, the second clutch, the fourth clutch and the first clutch 17, the engine direct drive escape mode, the pure electric single motor escape mode, the pure electric dual motor escape mode, the series escape mode and the parallel escape mode can also be realized. The engine direct drive escape mode, the pure electric single motor escape mode, the pure electric dual motor escape mode, the series escape mode and the parallel escape mode are the same as the engine direct drive escape mode 1, the pure electric single motor escape mode, the pure electric dual motor escape mode 1, the series escape mode and the parallel escape mode 1 in embodiment nine, and will not be described in detail here.

[0185] See also Figure 1-Figure 2 as well as Figure 4-Figure 8 In the above-mentioned first to tenth embodiments, the first intermediate transmission member 21 includes a first intermediate shaft 211 and a first toothed member 212, the first toothed member 212 is fixed on the first intermediate shaft 211, and the first toothed member 212 is transmission-connected with the fifth coupling member 32 of the first operating element 3 and the first output shaft 15. The second intermediate transmission member 22 includes a second intermediate shaft 221 and a second toothed member 222, the second toothed member 222 is connected to the second intermediate shaft 221, and the second toothed member 222 is transmission-connected with the second motor 13, the sixth coupling member 33 of the first operating element 3 and the second operating element 4.

[0186] In one embodiment, the first toothed member 212 includes a third gear 2121 and a fourth gear 2122, which are arranged at intervals on the first intermediate shaft 211, and the fifth coupling member 32 is provided with a fifth gear 51, which meshes with the third gear 2121 to achieve a transmission connection between the fifth coupling member 32 and the first intermediate transmission member 21. The first output shaft 15 is provided with a sixth gear 52, which meshes with the fourth gear 2122 to achieve a transmission connection between the first output shaft 15 and the first intermediate transmission member 21.

[0187] In Embodiment 3, Embodiment 4, Embodiment 7 to Embodiment 10, the second toothed component 222 includes a seventh gear 2221, a ninth gear 53 is provided on the output shaft of the second motor 13, a tenth gear 54 is provided on the sixth coupling member 33, and both the ninth gear 53 and the tenth gear 54 are meshed with the seventh gear 2221, thereby realizing a transmission connection between the second motor 13 and the second intermediate transmission member 22, and between the sixth coupling member 33 and the second intermediate transmission member 22.

[0188] The second toothed member 222 includes an eighth gear 2222, which is spaced apart from the seventh gear 2221 on the second intermediate shaft 221, and the second operating element 4 includes an eleventh gear 44, which is meshed with the eighth gear 2222. In the first to fourth embodiments, the eleventh gear 44 is fixedly connected to the first coupling member 41; in the fifth to tenth embodiments, the eleventh gear 44 is fixedly connected to the input end 461 of the differential 46, or the eleventh gear 44 and the input end 461 of the differential 46 are an integral structure.

[0189] In one embodiment, one of the first intermediate shaft 211 and the second intermediate shaft 221 is provided with a center hole, and the other is inserted into the center hole, so that the first intermediate shaft 211 and the second intermediate shaft 221 can rotate relative to each other, and the structure for supporting the first intermediate shaft 211 and the second intermediate shaft 221 is reduced, thereby making the structure of the power drive system more compact.

[0190] In one embodiment, the second motor 13 is arranged in parallel with the second output shaft 16, so that the axial length of the power drive system is shortened. In another embodiment, the second motor 13 is sleeved on the second output shaft 16 and can rotate relative to the second output shaft 16, so that the axial length of the power drive system is shortened.

[0191] See also Figure 1 , Figure 4-Figure 8 as well as Fig.13The power drive system also includes a speed increasing mechanism 6, which connects the first motor 12 and the input shaft 14. When the power is transmitted from the input shaft 14 to the first motor 12, the speed of the first motor 12 is greater than the speed of the input shaft 14, that is, when the engine 11 drives the first motor 12 to generate electricity, the speed of the first motor 12 is increased, so that the rotor of the first motor 12 cuts the magnetic lines of force faster in the stator magnetic field, thereby increasing the power generation of the first motor 12. When the power generation of the first motor 12 is constant, the speed increasing effect of the speed increasing mechanism 6 can reduce the size of the first motor 12, thereby reducing the resistance torque when the engine 11 drives the first motor 12 to generate electricity. When the first motor 12 drives the shaft of the engine 11 to rotate to assist the engine 11 in starting, the torque on the speed increasing mechanism 6 is transmitted in the reverse direction, that is, a speed reduction and torque increase structure is formed, so that the first motor 12 outputs a larger torque.

[0192] See also Figure 1 In one embodiment, the speed increasing mechanism 6 includes a twelfth gear 611 and a thirteenth gear 612. The twelfth gear 611 is fixedly connected to the input shaft 14, and the thirteenth gear 612 is fixed to the input end 461 of the first motor 12 and meshes with the twelfth gear 611. The diameter of the twelfth gear 611 is greater than the diameter of the thirteenth gear 612, so that when the engine 11 drives the first motor 12 to generate electricity, the power of the engine 11 passes through the twelfth gear 611 and the thirteenth gear 612 to achieve speed increase.

[0193] See also Fig.13 In one embodiment, the speed increasing mechanism 6 includes a fourth sun gear 621, a fourth planetary carrier 622 and a fourth ring gear 623, and the fourth sun gear 621, the fourth planetary carrier 622 and the fourth ring gear 623 constitute a planetary transmission mechanism, that is, the fourth sun gear 621 is fixedly connected to the output shaft of the first motor 12, the fourth ring gear 623 is fixedly connected to the housing of the power drive system, and the fourth planetary carrier 622 is rotatably connected with the fourth planetary gear 624, the fourth planetary gear 624 is arranged between the fourth sun gear 621 and the fourth ring gear 623, and is meshed with the fourth sun gear 621 and the fourth ring gear 623, and the fourth planetary carrier 622 is connected to the input shaft 14, so that when the engine 11 drives the first motor 12 to generate electricity, the power of the engine 11 passes through the fourth planetary carrier 622 and the fourth sun gear 621 to achieve speed increase. In this embodiment, since the planetary transmission mechanism composed of the fourth sun gear 621, the fourth planetary carrier 622 and the fourth ring gear 623 can be coaxial with the input shaft 14, the size of the power drive system in the vehicle length direction is reduced, and the size of the power drive system in the vehicle width direction is not increased. In the embodiment, the fourth ring gear 623 can also be connected to the input shaft 14, and the fourth planetary carrier 622 can be fixedly connected to the housing of the power drive system. When the power is transmitted from the power of the input shaft 14 to the first motor 12, the speed increase effect can also be achieved.

[0194] In one embodiment, the input shaft 14, the first intermediate shaft 211 and the first output shaft 15 are arranged in parallel, and the second output shaft 16 is arranged coaxially with the first output shaft 15, that is, the axial directions of the input shaft 14, the first intermediate shaft 211, the first output shaft 15 and the second output shaft 16 are all arranged along the width direction of the vehicle, which shortens the axial dimension of the power drive system along the input shaft 14, making it easier to arrange the power drive system on the vehicle body.

[0195] The two motors and one engine 11 of the power drive system of the present application are controlled by the first operating element 3 and the second operating element 4, and can realize multiple working modes such as independent driving of each wheel and common driving of multiple wheels. The user can switch to the corresponding working mode according to different road conditions, so that the first motor 12, the second motor 13 and the engine 11 work in the optimal efficiency area, thereby improving the power performance of the vehicle. It solves the problem that the existing electromechanical coupling system of the parallel hybrid and extended-range mode cannot independently drive each wheel, resulting in the inability to balance and stabilize the vehicle posture under extreme tire blowouts and slippery roads, and also solves the problem of the existing distributed electric drive system causing a short mileage. Moreover, compared with the extended-range distributed drive system of two independent modules of three motors formed by adding an engine-driven generator to the distributed electric drive system, the cancellation of one motor reduces the system cost and has a more compact structure.

[0196] It is understandable that those skilled in the art can make equivalent substitutions or changes based on the technical solution and the utility model concept of the utility model, and all these changes or substitutions should fall within the protection scope of the utility model.

Claims

1. A power drive system, characterized in that: include: an engine and an input shaft, the engine being connected to the input shaft; A first motor, drivingly connected to the input shaft; An intermediate transmission assembly, comprising a first intermediate transmission member and a second intermediate transmission member, wherein the first intermediate transmission member and the second intermediate transmission member are coaxially arranged, and the second intermediate transmission member can rotate relative to the axis of the first intermediate transmission member; a first operating element, disposed on the input shaft and connected to the first intermediate transmission member, the first operating element being capable of controlling the on and off of a power transmission path between the input shaft and the first intermediate transmission member; a second motor, drivingly connected to the second intermediate transmission member; A first output shaft is drivingly connected to the first intermediate transmission member, and the first output shaft is used to be connected to the first wheel end; A second output shaft, coaxially arranged with the first output shaft, the second output shaft being used to connect with a second wheel end; The second operating element is arranged between the first output shaft and the second output shaft and is connected to the second intermediate transmission member, the first output shaft and the second output shaft. The second operating element can control the on-off of the power transmission path between the second intermediate transmission member and the first output shaft, and can control the on-off of the power transmission path between the second intermediate transmission member and the second output shaft.

2. The power drive system according to claim 1, characterized in that: The second operating element includes a first combining member, a second combining member and a third combining member. The first combining member is transmission-connected to the second intermediate transmission member. The second combining member is connected to the first output shaft and can be combined with or separated from the first combining member. The third combining member is connected to the second output shaft and can be combined with or separated from the first combining member.

3. The power drive system according to claim 2, characterized in that: The first combining member, the second combining member and the third combining member constitute a dual clutch; The dual clutch is a wet clutch.

4. The power drive system according to claim 1, characterized in that: The second operating element includes a differential and an operating member; The differential comprises an input end, a first output half shaft, a second output half shaft and a planetary gear, wherein the planetary gear is connected to the input end and can rotate on its own, the first output half shaft and the second output half shaft are drivingly connected to the planetary gear, the input end is drivingly connected to the second intermediate transmission member, and the second output half shaft is connected to the second output shaft; The operating member can be switched to at least a first state, a second state and a third state. When the operating member is switched to the first state, the first output half shaft is combined with the first output shaft, and the planetary wheel can rotate on its own, so that there can be a speed difference between the first output half shaft and the second output half shaft; when the operating member is switched to the second state, the rotation function of the planetary wheel is locked, and the first output half shaft is separated from the first output shaft; when the operating member is switched to the third state, the planetary wheel can rotate on its own, and the first output half shaft is separated from the first output shaft.

5. The power drive system according to claim 4, characterized in that: The operating member includes a seventh combining member, an eighth combining member and a ninth combining member, the seventh combining member is connected to the first output half shaft, the eighth combining member is connected to the first output shaft, and the seventh combining member and the eighth combining member can be combined or separated, The ninth combining member is connected to one of the input end, the planetary gear and the second output semi-shaft, and the ninth combining member can be combined with or separated from the seventh combining member, and the self-rotation function of the planetary gear is locked when the ninth combining member is combined with the seventh combining member; The seventh combining member, the eighth combining member and the ninth combining member constitute a three-position synchronizer or a three-position clutch.

6. The power drive system according to claim 4, characterized in that: The operating member can also be switched to a fourth state. When the operating member is switched to the fourth state, the self-rotation function of the planetary gear is locked, and the first output half shaft is combined with the first output shaft.

7. The power drive system according to claim 6, characterized in that: The operating member includes a seventh combining member, an eighth combining member, a ninth combining member and a tenth combining member, the seventh combining member is connected to the first output half shaft, the eighth combining member is connected to the first output shaft, and the seventh combining member can be combined with or separated from the eighth combining member; The ninth combining member is connected to the input end, the tenth combining member is connected to one of the first output half shaft and the second output half shaft, and the ninth combining member can be combined with or separated from the tenth combining member.

8. The power drive system according to claim 7, characterized in that: The seventh combining member and the tenth combining member are integrally provided, and the seventh combining member, the eighth combining member, the ninth combining member and the tenth combining member constitute a double clutch; or The seventh combining member and the tenth combining member are separately provided, the seventh combining member and the eighth combining member constitute a fourth clutch, and the ninth combining member and the tenth combining member constitute a fifth clutch.

9. The power drive system according to claim 4, characterized in that: The differential further comprises a differential housing, a first gear and a second gear, the differential housing is fixedly connected to the input end, the first output axle and the second output axle are coaxially arranged and can rotate relative to the differential housing, the first gear is fixed on the first output axle, the second gear is fixed on the second output axle, the planetary gear is rotatably connected to the differential housing, the axial direction of the planetary gear is perpendicular to the axial direction of the first output axle, and the planetary gear is meshed with both the first gear and the second gear; or The differential further includes a first sun gear, a first planet carrier and a first ring gear, the planet gears include a first inner planet gear and a first outer planet gear, one of the first sun gear and the first planet carrier is connected to the first output half shaft, and the other is connected to the second output half shaft, the first inner planet gear and the first outer planet gear are rotatably connected to the first planet carrier, the first inner planet gear is meshed with the first sun gear, the first outer planet gear is meshed with the first inner planet gear, the first ring gear is meshed with the first outer planet gear and is connected to the input end; or The differential also includes a second sun gear, a third sun gear and a second planet carrier, the planet gears include a second inner planet gear and a second outer planet gear, the second sun gear and the third sun gear are coaxially arranged, one of the second sun gear and the third sun gear is connected to the first output half shaft, and the other is connected to the second output half shaft, the second planet carrier is connected to the output end, the second inner planet gear and the second outer planet gear are rotatably connected to the second planet carrier, the second inner planet gear is meshed with the second sun gear, and the second outer planet gear is meshed with the second inner planet gear and the third sun gear.

10. The power drive system according to any one of claims 1 to 9, characterized in that: The first operating element includes a fourth coupling member and a fifth coupling member, the fourth coupling member is fixedly connected to the input shaft, the fifth coupling member is rotatably connected to the input shaft and is transmission-connected to the first intermediate transmission member, and the fourth coupling member can be coupled to or separated from the fifth coupling member to control the on-off of the power transmission path between the input shaft and the first intermediate transmission member.

11. The power drive system according to claim 10, characterized in that: The fourth coupling member and the fifth coupling member constitute a second clutch.

12. The power drive system according to claim 10, characterized in that: The first operating element also includes a sixth coupling member, which is connected to the second intermediate transmission member. The fourth coupling member can be coupled to or separated from the sixth coupling member to control the on-off of the power transmission path between the input shaft and the second intermediate transmission member.

13. The power drive system according to claim 12, characterized in that: The fourth combining member, the fifth combining member and the sixth combining member constitute a three-position synchronizer, a three-position clutch or a double clutch.

14. The power drive system according to claim 12, characterized in that: The first intermediate transmission member comprises a first intermediate shaft, a third gear and a fourth gear, the third gear and the fourth gear are arranged on the first intermediate shaft at intervals, the fifth coupling member is provided with a fifth gear, the fifth gear is meshed with the third gear, the first output shaft is provided with a sixth gear, the sixth gear is meshed with the fourth gear; and / or The second intermediate transmission member includes a second intermediate shaft, a seventh gear and an eighth gear, the seventh gear and the eighth gear are arranged on the second intermediate shaft at an interval, a ninth gear is provided on the output shaft of the second motor, a tenth gear is provided on the sixth coupling member, the ninth gear and the tenth gear are both engaged with the seventh gear, and the second operating element includes an eleventh gear, and the eleventh gear is engaged with the eighth gear.

15. The power drive system according to claim 14, characterized in that: One of the first intermediate shaft and the second intermediate shaft is provided with a center hole, and the other is inserted into the center hole.

16. The power drive system according to claim 1, characterized in that: The second motor is arranged in parallel with the second output shaft; or The second motor is sleeved on the second output shaft and can rotate relative to the second output shaft.

17. The power drive system according to claim 1, characterized in that: The power drive system also includes: The speed increasing mechanism connects the first motor and the input shaft, and when power is transmitted from the input shaft to the first motor, the speed of the first motor is greater than the speed of the input shaft.

18. The power drive system according to claim 17, characterized in that: The speed increasing mechanism comprises a twelfth gear and a thirteenth gear, the twelfth gear is fixedly connected to the input shaft, the thirteenth gear is fixed to the input end of the first motor and meshes with the twelfth gear, and the diameter of the twelfth gear is greater than the diameter of the thirteenth gear; or The speed increasing mechanism includes a fourth sun gear, a fourth planetary carrier and a fourth ring gear. The fourth sun gear is fixedly connected to the first motor. The fourth planetary carrier is rotatably connected to the fourth planetary gear. The fourth planetary gear is arranged between the fourth sun gear and the fourth ring gear and is meshed with both the fourth sun gear and the fourth ring gear. One of the fourth planetary carrier and the fourth ring gear is connected to the input shaft, and the other is connected to the housing of the power drive system.

19. The power drive system according to claim 1, characterized in that: The power drive system also includes: The first clutch connects the engine and the input shaft, and the first clutch can control the engine to be coupled with the input shaft, and can control the engine to be separated from the input shaft.

20. A vehicle, characterized in that: It includes a vehicle body, a first wheel end, a second wheel end, a power battery and a power drive system as described in any one of claims 1 to 19, wherein the power drive system is installed on the vehicle body, the first wheel end is connected to the first output shaft, the second wheel end is connected to the second output shaft, and the power battery is fixed on the vehicle body and electrically connected to the first motor and the second motor.

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