Driving system and automobile

Abstract

The utility model discloses a driving system and an automobile. The driving system comprises a first input shaft, a second input shaft, four transmission assemblies, two gear switching assemblies and a controller. The first input shaft is used for being connected with a first power source and a second power source. The second input shaft is connected with a third power source; the intermediate shaft is arranged between the first input shaft and the second input shaft and is parallel to the first input shaft and the second input shaft; the first transmission assembly and the second transmission assembly are both connected with the first input shaft and the intermediate shaft. The third transmission assembly and the fourth transmission assembly are connected with the second input shaft and the intermediate shaft. The controller is used for controlling the first gear switching assembly and the second gear switching assembly to selectively transmit power to the intermediate shaft from at least one of the four transmission assemblies, and multi-gear switching is achieved. According to the driving system, a wider speed ratio selection range is provided, different power sources can operate in respective high-efficiency areas for a long time, and therefore the dynamic property and economical efficiency of the whole vehicle are improved.

Description

Technical Field

[0001] This application belongs to the field of power transmission technology, specifically relating to a drive system and an automobile. Background Technology

[0002] Hybrid electric vehicles (HEVs) primarily utilize three basic powertrain configurations: series, parallel, and series-parallel. In a series configuration, there is no mechanical connection between the engine and the output shaft, allowing for optimal speed or torque control. However, all energy is transferred to the output shaft through two conversions between mechanical and electrical power, resulting in significant energy loss. Parallel transmissions offer high efficiency, but the mechanical connection between the engine and the output shaft prevents the engine from always operating within its optimal range, typically limiting its use to medium to high speeds. Series-parallel hybrids combine the advantages of both systems, enabling both optimized engine control and efficient control at medium to high speeds.

[0003] Currently, all series-parallel coupled powertrain systems have a single gear, meaning the entire powertrain has only one fixed speed ratio. This cannot guarantee that the vehicle will always operate in the optimal mode. For example, the optimal mode at high speeds should be engine direct drive or parallel drive mode. However, because the powertrain only has a single gear, engine direct drive or parallel drive cannot guarantee that the engine and drive motor will operate in their high-efficiency range for extended periods, thus limiting the vehicle's power and fuel economy. Utility Model Content

[0004] The purpose of this application is to provide a drive system and automobile that enables different power sources to operate in their respective high-efficiency zones, thereby improving the overall power and economy of the vehicle.

[0005] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0006] According to one aspect of an embodiment of this application, this application provides a driving system, the driving system comprising:

[0007] The first input shaft is used to connect the first power source and the second power source;

[0008] The second input shaft is used to connect to the third power source;

[0009] An intermediate shaft is disposed between the first input shaft and the second input shaft, and is parallel to the first input shaft and the second input shaft;

[0010] A first transmission assembly connects the first input shaft and the intermediate shaft;

[0011] The second transmission assembly connects the first input shaft and the intermediate shaft;

[0012] The third transmission component connects the second input shaft and the intermediate shaft;

[0013] The fourth transmission component connects the second input shaft and the intermediate shaft;

[0014] A first gear shifting component is disposed on the first input shaft or the intermediate shaft, and is used to selectively transmit the power of the first input shaft to the intermediate shaft through the first transmission component or the second transmission component;

[0015] The second gear shifting component is disposed on the second input shaft and is used to selectively transmit the power of the second input shaft to the intermediate shaft through the third transmission component or the fourth transmission component;

[0016] The controller is used to control the output power of at least one of the first power source, the second power source, and the third power source, and to control the first gear shifting component and the second gear shifting component to selectively transmit power to the intermediate shaft through at least one of the first transmission component, the second transmission component, the third transmission component, and the fourth transmission component.

[0017] In one aspect, the first gear shifting assembly includes a synchronizer disposed on the first input shaft or the intermediate shaft and located between the first transmission assembly and the second transmission assembly, wherein the second gear shifting assembly is a dual-clutch or a back-to-back clutch.

[0018] In one aspect, the first gear shifting assembly further includes a single clutch disposed on the first input shaft and located between the first power source and the first transmission assembly, to selectively transmit power from the first input shaft to the intermediate shaft via the first transmission assembly or the second transmission assembly.

[0019] In one aspect, the synchronizer is disposed on the first input axis;

[0020] The first transmission assembly includes a first gear and a first transmission gear. The first gear is loosely fitted on the first input shaft, and the first transmission gear is disposed on the intermediate shaft. The first gear and the first transmission gear mesh, and the first gear is connected to the first input shaft through the synchronizer.

[0021] The second transmission assembly includes a second gear and a second transmission gear. The second gear is loosely fitted on the first input shaft, and the second transmission gear is disposed on the intermediate shaft. The second gear and the second transmission gear mesh, and the second gear is connected to the first input shaft through the synchronizer.

[0022] In one aspect, the synchronizer is disposed on the intermediate shaft;

[0023] The first transmission assembly includes a first gear, which is loosely fitted on the intermediate shaft and connected to the intermediate shaft via the synchronizer; or the first transmission assembly further includes a first transmission gear, which is disposed on the first input shaft and meshes with the first gear and the first transmission gear.

[0024] The second transmission assembly includes a second gear, which is loosely fitted on the intermediate shaft and connected to the intermediate shaft via the synchronizer. Alternatively, the second transmission assembly may also include a second transmission gear, which is disposed on the first input shaft, and the second gear and the second transmission gear mesh.

[0025] In one aspect, the third transmission assembly includes a first transmission shaft, a third transmission gear, and a fourth transmission gear. The third transmission gear is sleeved on the first transmission shaft, and the fourth transmission gear is sleeved on the intermediate shaft. The third transmission gear and the fourth transmission gear mesh, and the first transmission shaft is connected to the second input shaft through the second gear shifting assembly.

[0026] The fourth transmission assembly includes a second transmission shaft, a fifth transmission gear, and a sixth transmission gear. The second transmission shaft is a hollow shaft and is sleeved on the first transmission shaft. The fifth transmission gear is sleeved on the second transmission shaft, and the sixth transmission gear is sleeved on the intermediate shaft. The fifth transmission gear and the sixth transmission gear mesh. The second transmission shaft is connected to the second input shaft through the second gear shifting assembly.

[0027] In one aspect, the length of the first drive shaft is greater than the length of the second drive shaft, and the third drive gear and the fifth drive gear are located on the same side of the second gear shifting assembly.

[0028] In one aspect, the first power source is an engine, the second power source and the third power source are both electric motors, the second power source and the third power source are located on the same side of the axial direction of the drive system, and the first transmission assembly, the second transmission assembly, the third transmission assembly and the fourth transmission assembly are disposed between the first power source and the third power source.

[0029] In one aspect, the drive system further includes a fifth transmission assembly, which includes a seventh transmission gear and an eighth transmission gear. The seventh transmission gear is disposed on the first input shaft, and the eighth transmission gear is disposed on the shaft where the second power source is located. The seventh transmission gear and the eighth transmission gear mesh.

[0030] The drive system further includes a sixth transmission assembly, which includes a ninth transmission gear, a tenth transmission gear, a differential, and a drive half-shaft. The ninth transmission gear is disposed on the intermediate shaft, and the tenth transmission gear meshes with the ninth transmission gear. The differential connects the two drive half-shafts and the tenth transmission gear, and the drive half-shafts are used to drive the wheels to rotate.

[0031] In addition, to address the aforementioned problems, this application also provides an automobile, which includes wheels and a drive system as described above, the wheels being connected to the drive system.

[0032] In this application, the drive system includes a first input shaft, a second input shaft, an intermediate shaft, a first transmission assembly, a second transmission assembly, a third transmission assembly, a fourth transmission assembly, a first gear shifting assembly, a second gear shifting assembly, and a controller. The first input shaft connects to a first power source and a second power source, the second input shaft connects to a third power source, the intermediate shaft is positioned between the first and second input shafts, the first and second transmission assemblies are both connected to the first input shaft and the intermediate shaft, and the third and fourth transmission assemblies are both connected to the second input shaft and the intermediate shaft. The controller controls the first and second gear shifting assemblies to selectively transmit power to the intermediate shaft via at least one of the first, second, third, and fourth transmission assemblies to achieve multi-gear shifting. The drive system provides a wider range of speed ratio selection, allowing different power sources to operate in their respective high-efficiency ranges for extended periods, thereby improving the vehicle's power and fuel economy.

[0033] It should be understood in this application that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this application. Attached Figure Description

[0034] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0035] Figure 1The schematic diagram illustrates the structure of the first embodiment of the drive system in this application.

[0036] Figure 2 A schematic diagram of the parking power generation mode structure of the drive system of this application is shown.

[0037] Figure 3 The schematic diagram illustrates the single-motor pure electric first-gear drive mode structure of the drive system of this application.

[0038] Figure 4 The schematic diagram illustrates the single-motor pure electric two-speed drive mode structure of the drive system of this application.

[0039] Figure 5 The schematic diagram illustrates the dual-motor pure electric first-gear drive mode structure of the drive system of this application.

[0040] Figure 6 The schematic diagram illustrates the dual-motor pure electric two-speed drive mode structure of the drive system of this application.

[0041] Figure 7 The schematic diagram illustrates the dual-motor pure electric three-speed drive mode structure of the drive system of this application.

[0042] Figure 8 The schematic diagram illustrates the dual-motor pure electric four-speed drive mode structure of the drive system of this application.

[0043] Figure 9 The schematic diagram illustrates the cascaded drive mode structure of the drive system of this application.

[0044] Figure 10 The schematic diagram illustrates the tandem two-speed drive mode structure of the drive system of this application.

[0045] Figure 11 The schematic diagram illustrates the structure of the engine direct drive first gear mode of the drive system of this application.

[0046] Figure 12 The schematic diagram illustrates the structure of the engine direct drive two-speed mode of the drive system of this application.

[0047] Figure 13 The schematic diagram illustrates the parallel drive mode structure of the drive system of this application.

[0048] Figure 14 The schematic diagram illustrates the parallel two-stage drive mode structure of the drive system of this application.

[0049] Figure 15 The schematic diagram illustrates the parallel three-speed drive mode structure of the drive system of this application.

[0050] Figure 16 The schematic diagram illustrates the parallel four-speed drive mode structure of the drive system of this application.

[0051] Figure 17 A schematic diagram of the structure of the second embodiment of the drive system in this application is shown.

[0052] Figure 18 The schematic diagram illustrates the structure of a third embodiment of the drive system in this application.

[0053] Figure 19 A schematic diagram illustrating the control method of the drive system in this application is shown.

[0054] The annotations in the attached figures are explained as follows:

[0055] 110, First input shaft; 120, Second input shaft; 130, Intermediate shaft; 310, First gear shifting assembly; 311, Synchronizer; 312, Single clutch; 320, Second gear shifting assembly; 410, First transmission assembly; 420, Second transmission assembly; 430, Third transmission assembly; 440, Fourth transmission assembly; 450, Fifth transmission assembly; 460, Sixth transmission assembly; 810, Shock absorber; 910, Engine; 920, First motor; 930, Second motor;

[0056] 321. First sub-clutch; 322. Second sub-clutch; 411. First gear; 412. First transmission gear; 421. Second gear; 422. Second transmission gear; 401. First drive shaft; 402. Second drive shaft; 431. Third transmission gear; 432. Fourth transmission gear; 441. Fifth transmission gear; 442. Sixth transmission gear; 451. Seventh transmission gear; 452. Eighth transmission gear; 461. Ninth transmission gear; 462. Tenth transmission gear; 463. Differential; 464. Drive half-shaft. Detailed Implementation

[0057] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0058] See Figure 1As shown, this application provides a drive system, which includes: a first input shaft 110, a second input shaft 120, an intermediate shaft 130, a first transmission assembly 410, a second transmission assembly 420, a third transmission assembly 430, a fourth transmission assembly 440, a first gear shifting assembly 310, a second gear shifting assembly 320, and a controller.

[0059] The first input shaft 110 is used to connect the first power source and the second power source, and it is a key initiating component for power transmission. The main function of the first input shaft 110 is to connect the first power source and the second power source. The power generated by the engine 910 and the power output by the first motor 920 are both collected and initially transmitted through the first input shaft 110. In actual operation, when the vehicle is in different driving modes, the first input shaft 110 will transmit the power from different power sources to subsequent components according to control commands.

[0060] The second input shaft 120 is used to connect to the third power source; the second input shaft 120 introduces the power generated by the second motor 930 into the entire drive system to provide power support for the vehicle. The second input shaft 120 and the first input shaft 110 cooperate with each other to achieve the coordinated operation of multiple power sources.

[0061] An intermediate shaft 130 is positioned between the first input shaft 110 and the second input shaft 120, and is parallel to both. The intermediate shaft 130 is the core hub of the entire power transmission system. It receives power from the first input shaft 110 and the second input shaft 120, integrates this power, and transmits it to subsequent components such as the differential, ultimately driving the wheels. Multiple gears can be mounted on the intermediate shaft 130, meshing with gears in other components to achieve power transmission and speed change.

[0062] The first transmission assembly 410 connects the first input shaft 110 and the intermediate shaft 130; the first transmission assembly 410 is used to transmit power between the first input shaft 110 and the intermediate shaft 130.

[0063] The second transmission assembly 420 connects the first input shaft 110 and the intermediate shaft 130; the second transmission assembly 420 is used to transmit power between the first input shaft 110 and the intermediate shaft 130.

[0064] The third transmission assembly 430 connects the second input shaft 120 and the intermediate shaft 130; the third transmission assembly 430 is used to transmit power between the second input shaft 120 and the intermediate shaft 130.

[0065] The fourth transmission assembly 440 connects the second input shaft 120 and the intermediate shaft 130; the fourth transmission assembly 440 is used to transmit power between the second input shaft 120 and the intermediate shaft 130.

[0066] The first gear shifting component 310 is disposed on the first input shaft 110 or the intermediate shaft 130, and is used to selectively transmit the power of the first input shaft 110 to the intermediate shaft 130 through the first transmission component 410 or the second transmission component 420; the function of the first gear shifting component 310 is to control the power transmission path of the first input shaft 110 and realize the switching of different transmission ratios.

[0067] The second gear shifting component 320 is disposed on the second input shaft 120 and is used to selectively transmit the power of the second input shaft 120 to the intermediate shaft 130 through the third transmission component 430 or the fourth transmission component 440; the function of the second gear shifting component 320 is to control the power transmission path of the second input shaft 120.

[0068] The controller is used to control the output power of at least one of the first power source, the second power source, and the third power source, and to control the first gear shifting component 310 and the second gear shifting component 320 to selectively transmit power to the intermediate shaft 130 through at least one of the first transmission component 410, the second transmission component 420, the third transmission component 430, and the fourth transmission component 440.

[0069] The controller plays a crucial role in the entire drive system. It acquires various vehicle operating parameters in real time, such as battery level, throttle opening, vehicle speed, and brake pedal depth. Based on these parameters, the controller precisely controls the output power and status of the first, second, and third power sources, while simultaneously controlling the operating status of the first gear shifting component 310 and the second gear shifting component 320. It selectively transmits power to the intermediate shaft 130 through at least one of the first transmission component 410, second transmission component 420, third transmission component 430, and fourth transmission component 440. During vehicle start-up, if the battery has sufficient power, the controller can control the vehicle to operate in a single-motor pure electric drive mode, while simultaneously controlling the first and second gear shifting components 310 and 320 to select the appropriate transmission component for a smooth start. At high speeds, depending on road conditions and driver needs, the controller can switch to direct drive or parallel drive mode for the engine 910 and adjust the status of each component to ensure that both the engine 910 and the electric motor operate within their efficient range, thereby improving the overall vehicle's power and fuel economy.

[0070] In this embodiment, the drive system includes a first input shaft 110, a second input shaft 120, an intermediate shaft 130, a first transmission assembly 410, a second transmission assembly 420, a third transmission assembly 430, a fourth transmission assembly 440, a first gear shifting assembly 310, a second gear shifting assembly 320, and a controller. The first input shaft 110 is used to connect a first power source and a second power source, the second input shaft 120 is used to connect a third power source, and the intermediate shaft 130 is disposed between the first input shaft 110 and the second input shaft 120. The first transmission assembly 410 and the second transmission assembly 420 are both connected to the first input shaft 110 and the intermediate shaft 130, and the third transmission assembly 430 and the fourth transmission assembly 440 are both connected to the second input shaft 120 and the intermediate shaft 130. The controller is used to control the first gear shifting assembly 310 and the second gear shifting assembly 320 to selectively transmit power to the intermediate shaft 130 through at least one of the first transmission assembly 410, the second transmission assembly 420, the third transmission assembly 430, and the fourth transmission assembly 440 to achieve multi-gear shifting. The drive system offers a wider range of speed ratios, allowing different power sources to operate in their respective high-efficiency zones for extended periods, thereby improving the vehicle's power and fuel economy.

[0071] In one embodiment of this application, the first gear shifting component 310 includes a synchronizer 311. The synchronizer 311 is disposed on the first input shaft 110 or the intermediate shaft 130 and is located between the first transmission component 410 and the second transmission component 420. The second gear shifting component 320 is a dual-clutch or a back-to-back clutch. The synchronizer 311 can be disposed on the first input shaft 110 or the intermediate shaft 130 and is located between the first transmission component 410 and the second transmission component 420. The main function of the synchronizer 311 is to enable the meshing gears to quickly reach synchronized speeds during gear shifting, avoiding impact and wear between gears, and ensuring smoothness and reliability of gear shifting. When the vehicle needs to perform gear shifting operations, the power transmitted from the engine 910 or the motor needs to be output through different transmission ratios under different operating conditions to meet the power requirements of vehicle driving. The synchronizer 311, through a series of mechanical structures and friction, allows gears with different speeds to smoothly engage.

[0072] When the vehicle requires low-gear, high-torque output, such as during start-up or hill climbing, the controller issues a command, and synchronizer 311 begins to operate. Synchronizer 311 drives the first transmission assembly 410, causing the first input shaft 110 and intermediate shaft 130 to rotate, thereby transmitting power from the first input shaft 110 to the intermediate shaft 130, achieving low-gear power output. Similarly, synchronizer 311 can also transmit power to the intermediate shaft 130 via the second transmission assembly 420, meeting the needs of high-speed vehicle operation.

[0073] Dual-clutch or back-to-back clutches typically consist of two independent clutches, each controlling a different transmission path. Under different driving conditions, based on the vehicle's power requirements and controller commands, one clutch engages, transmitting power from the second input shaft 120 to the corresponding third or fourth transmission assembly 430, and then to the intermediate shaft 130; while the other clutch remains disengaged. When gear shifting is required, by quickly disengaging one clutch and engaging the other, uninterrupted power transmission can be achieved, reducing shift time and improving vehicle power response and driving comfort.

[0074] In one embodiment of this application, the first gear shifting component 310 further includes a single clutch 312. The single clutch 312 is disposed on the first input shaft 110 and located between the first power source and the first transmission component 410, so as to selectively transmit the power from the first input shaft 110 to the intermediate shaft 130 via the first transmission component 410 or the second transmission component 420. The placement of the single clutch 312 allows it to directly control the on / off state of the power transmitted from the first power source to the first input shaft 110. The power output by the engine 910 is first transmitted to the first input shaft 110, and the single clutch 312 can decide whether to further transmit this power to the subsequent transmission components.

[0075] When the vehicle is in a condition requiring specific power output, such as during start-up or when a larger torque output is needed, the single clutch 312 engages. At this time, power from the first power source is transmitted to the first input shaft 110 via the single clutch 312. Simultaneously, if the synchronizer 311 in the first gear shifting assembly 310 also connects the first input shaft 110 to the first transmission assembly 410, power is transmitted sequentially through the first input shaft 110 and the first transmission assembly 410 to the intermediate shaft 130. In other conditions, such as when the vehicle requires higher speeds, the single clutch 312 remains engaged, ensuring continuous power transmission from the first power source to the first input shaft 110. However, in this case, the synchronizer 311 switches, connecting the first input shaft 110 to the second transmission assembly 420. Power is then transmitted from the first input shaft 110 through the second transmission assembly 420 to the intermediate shaft 130. The gear ratio of the second transmission assembly 420 differs from that of the first transmission assembly 410, thus providing the vehicle with different speed and torque combinations.

[0076] The single clutch 312 makes the power transmission of the first power source more flexible and controllable. In conjunction with the synchronizer 311 to switch between the first transmission assembly 410 and the second transmission assembly 420, the single clutch 312 allows the vehicle to selectively transmit the power of the first power source to the intermediate shaft 130 through the appropriate transmission assembly according to different driving conditions, thereby optimizing the vehicle's power performance and fuel economy.

[0077] In this application, the synchronizer 311 is set in two different locations:

[0078] See again Figure 1 As shown, in the first configuration, the synchronizer 311 is located on the first input shaft 110. The synchronizer 311 precisely controls the power connection state between the first input shaft 110 and the first and second transmission components 420 according to the vehicle's driving conditions and needs, so as to realize the switching of different transmission ratios and meet the vehicle's power and speed requirements in various scenarios.

[0079] The first transmission assembly 410 includes a first gear 411 and a first transmission gear 412. The first gear 411 is loosely fitted on the first input shaft 110, and the first transmission gear 412 is disposed on the intermediate shaft 130. The first gear 411 and the first transmission gear 412 mesh. The first gear 411 is connected to the first input shaft 110 via a synchronizer 311. The first transmission assembly 410 consists of the first gear 411 loosely fitted on the first input shaft 110 and the first transmission gear 412 disposed on the intermediate shaft 130. When the vehicle requires the first transmission assembly 410 to operate, the first gear 411 engages with the synchronizer 311. At this time, the power of the first input shaft 110 can be transmitted to the first gear 411, and then, through meshing with the first transmission gear 412, to the intermediate shaft 130.

[0080] The second transmission assembly 420 includes a second gear 421 and a second transmission gear 422. The second gear 421 is loosely fitted onto the first input shaft 110, and the second transmission gear 422 is disposed on the intermediate shaft 130. The second gear 421 and the second transmission gear 422 mesh. The second gear 421 is connected to the first input shaft 110 via a synchronizer 311. Similarly, when the synchronizer 311 switches its operating state, the second gear 421 engages with the synchronizer 311, synchronizing its rotational speed with that of the first input shaft 110. In this way, the power from the first input shaft 110 is transmitted to the second gear 421, and then to the intermediate shaft 130 via the second transmission gear 422.

[0081] See Figure 17As shown, in the second configuration, the synchronizer 311 is located on the intermediate shaft 130. The first transmission assembly 410 includes a first gear 411, which is loosely fitted on the intermediate shaft 130 and connected to the intermediate shaft 130 via the synchronizer 311. The first transmission assembly 410 also includes a first transmission gear 412, which is located on the first input shaft 110. The first gear 411 and the first transmission gear 412 mesh. When the vehicle requires the first transmission assembly 410 to operate, the first gear 411 engages with the synchronizer 311 on the intermediate shaft 130. At this time, the power from the first input shaft 110 can be transmitted to the first transmission gear 412, and then, after meshing with the first gear 411, to the intermediate shaft 130.

[0082] The second transmission assembly 420 includes a second gear 421, which is loosely fitted onto the intermediate shaft 130 and connected to the intermediate shaft 130 via a synchronizer 311. Alternatively, the second transmission assembly 420 may also include a second transmission gear 422, which is disposed on the first input shaft 110, and the second gear 421 and the second transmission gear 422 mesh. When the vehicle requires the second transmission assembly 420 to operate, the second gear 421 engages with the synchronizer 311 on the intermediate shaft 130. At this time, the power from the first input shaft 110 can be transmitted to the second transmission gear 422, and then, after meshing with the second gear 421, to the intermediate shaft 130.

[0083] See Figure 18 As shown, in another embodiment of this application, the first transmission gear 412 is omitted, the fourth transmission gear 432 of the third transmission assembly 430 meshes with the first gear 411, and the sixth transmission gear 442 of the fourth transmission assembly 440 meshes with the second gear 421.

[0084] In the drive system of this application, the power transmission path is optimized, making the system structure more compact and improving system performance to a certain extent. Specifically, the first transmission gear 412 is omitted, allowing the fourth transmission gear 432 of the third transmission assembly 430 to directly mesh with the first gear 411, and the sixth transmission gear 442 of the fourth transmission assembly 440 to directly mesh with the second gear 421. This design changes the power transmission path from the first input shaft 110 through the transmission assembly to the intermediate shaft 130. The first transmission gear 412, which originally played a transitional role in power transmission, is now handled separately by the fourth transmission gear 432 and the sixth transmission gear 442. When the power from the first input shaft 110 needs to be transmitted to the intermediate shaft 130 via the first transmission assembly 410, the first gear 411 directly meshes with the fourth transmission gear 432. After the power is transmitted from the first input shaft 110 to the first gear 411, it is transmitted to the intermediate shaft 130 via the fourth transmission gear 432. Similarly, when the power is transmitted via the second transmission assembly 420, the second gear 421 meshes with the sixth transmission gear 442 to achieve power transmission.

[0085] This reduces the number of first transmission gears 412, shortening the axial length of the power transmission path and making the drive system structure more compact. Within the limited space of a vehicle, this compact structure facilitates the installation and layout of other components, improving space utilization. Furthermore, one less gear means reduced manufacturing and assembly costs, while also lowering system complexity. Fewer gears reduce frictional losses and the probability of failure between components, improving system reliability and reducing later maintenance costs. Moreover, simplifying the power transmission path reduces energy loss during power transmission between multiple gears, improving power transmission efficiency. During vehicle operation, the power output from the engine 910 or electric motor can be more effectively transmitted to the wheels, improving vehicle performance and reducing energy consumption to some extent.

[0086] In one embodiment of this application, the third transmission assembly 430 includes a first transmission shaft 401, a third transmission gear 431, and a fourth transmission gear 432. The third transmission gear 431 is sleeved on the first transmission shaft 401, and the fourth transmission gear 432 is sleeved on an intermediate shaft 130. The third transmission gear 431 and the fourth transmission gear 432 mesh with each other. The first transmission shaft 401 is connected to the second input shaft 120 through a second gear shifting assembly 320. The third transmission assembly 430 mainly consists of the first transmission shaft 401, the third transmission gear 431, and the fourth transmission gear 432. The third transmission gear 431 is sleeved on the first transmission shaft 401 and can rotate with the first transmission shaft 401. The fourth transmission gear 432 is mounted on the intermediate shaft 130 and meshes with the third transmission gear 431. The first transmission shaft 401 is connected to the second input shaft 120 through the second gear shifting assembly 320, which controls the power connection state between the second input shaft 120 and the third transmission assembly 430. When the vehicle is in a specific operating condition, when the second gear shifting component 320 connects the second input shaft 120 with the third transmission component 430, the power of the second input shaft 120 is transmitted to the first transmission shaft 401, which drives the third transmission gear 431 to rotate, and then transmits the power to the intermediate shaft 130 through meshing with the fourth transmission gear 432.

[0087] The fourth transmission assembly 440 includes a second transmission shaft 402, a fifth transmission gear 441, and a sixth transmission gear 442. The second transmission shaft 402 is a hollow shaft, and it is fitted onto the first transmission shaft 401. The fifth transmission gear 441 is fitted onto the second transmission shaft 402, and the sixth transmission gear 442 is fitted onto the intermediate shaft 130. The fifth transmission gear 441 and the sixth transmission gear 442 mesh. The second transmission shaft 402 is connected to the second input shaft 120 via the second gear shifting assembly 320. The fourth transmission assembly 440 includes a hollow second transmission shaft 402, a fifth transmission gear 441, and a sixth transmission gear 442. The second transmission shaft 402 is fitted onto the first transmission shaft 401. This nested design allows the two transmission shafts to transmit power relatively independently without interference, effectively saving space and making the drive system structure more compact. The fifth transmission gear 441 is mounted on the second transmission shaft 402, and the sixth transmission gear 442 is mounted on the intermediate shaft 130; the two mesh with each other. The second drive shaft 402 is also connected to the second input shaft 120 via the second gear shifting assembly 320. When the second gear shifting assembly 320 connects the second input shaft 120 to the fourth transmission assembly 440, the power from the second input shaft 120 is transmitted to the second drive shaft 402, driving the fifth transmission gear 441 to rotate. The fifth transmission gear 441 then drives the sixth transmission gear 442, transmitting the power to the intermediate shaft 130. Both the third transmission assembly 430 and the fourth transmission assembly 440 are connected to the second input shaft 120 via the second gear shifting assembly 320. During vehicle operation, the second gear shifting assembly 320 controls whether the power from the second input shaft 120 is transmitted to the intermediate shaft 130 via the third transmission assembly 430 or the fourth transmission assembly 440, based on the vehicle's driving status and the driver's operational needs. By switching the power transmission path and changing the gear ratio under different driving modes, efficient vehicle operation under different working conditions is achieved, improving the overall vehicle's power and economy.

[0088] In one embodiment of this application, the length of the first drive shaft 401 is greater than the length of the second drive shaft 402, and the third drive gear 431 and the fifth drive gear 441 are located on the same side of the second gear shifting assembly 320. The longer first drive shaft 401 and the fact that the third drive gear 431 and the fifth drive gear 441 are on the same side, in conjunction with the second gear shifting assembly 320, enable more efficient and stable power transmission. The second gear shifting assembly 320 can more conveniently control the connection between the second input shaft 120 and the third and fourth drive assemblies 440, accurately distributing power to the corresponding drive assemblies. This layout reduces power transmission delays and energy loss. During the shift from first gear to second gear, the second gear shifting assembly 320 can quickly switch power from the third drive assembly 430 to the fourth drive assembly 440, ensuring the continuity of vehicle power output and improving driving smoothness.

[0089] Moreover, this layout helps achieve a more compact structural design for the drive system. The shorter second drive shaft 402 is fitted over the longer first drive shaft 401, saving axial space and allowing the entire transmission system to be arranged more rationally within the vehicle's limited space. The third drive gear 431 and the fifth drive gear 441 are located on the same side, avoiding a dispersed arrangement of gears in the axial direction and further reducing the overall volume of the transmission components. This improves the utilization of the vehicle's interior space and reduces the overall weight of the vehicle.

[0090] In one embodiment of this application, the first power source is an engine 910, and the second and third power sources are both electric motors. The second and third power sources are located on the same side of the axial direction of the drive system. The first transmission assembly 410, the second transmission assembly 420, the third transmission assembly 430, and the fourth transmission assembly 440 are disposed between the first and third power sources.

[0091] The primary power source is the 910 engine, which generates power through fuel combustion and is suitable for long-distance driving and high-load conditions. The second power source is the first electric motor 920, and the third power source is the second electric motor 930. These motors are characterized by rapid response and strong low-end torque, performing excellently in scenarios such as vehicle start-up and low-speed driving. Placing the two motors on the same side of the drive system axis facilitates unified management and distribution of electrical energy. When the vehicle starts or is driving at low speeds, both motors can work simultaneously to provide ample power; when driving at high speeds or requiring high power output, the engine 910 and the electric motor work in coordination.

[0092] The second and third power sources are arranged on the same side, making the drive system structure more compact and reducing the space occupied in the vehicle. This layout makes the installation and connection of the power sources easier, reducing design and manufacturing difficulties. Within the limited chassis space of the vehicle, more space is saved for other components, contributing to the overall rationality of the vehicle layout.

[0093] In one embodiment of this application, the drive system further includes a fifth transmission assembly 450, which includes a seventh transmission gear 451 and an eighth transmission gear 452. The seventh transmission gear 451 is disposed on the first input shaft 110, and the eighth transmission gear 452 is disposed on the shaft where the second power source is located. The seventh transmission gear 451 and the eighth transmission gear 452 mesh with each other. The fifth transmission assembly 450 is composed of the seventh transmission gear 451 disposed on the first input shaft 110 and the eighth transmission gear 452 disposed on the shaft where the second power source is located, and these two gears mesh with each other. This structure establishes a power connection between the second power source and the first input shaft 110. When the second power source is working, its shaft drives the eighth transmission gear 452 to rotate. Since the eighth transmission gear 452 meshes with the seventh transmission gear 451, power is transmitted to the first input shaft 110.

[0094] The drive system also includes a sixth transmission assembly 460, which includes a ninth transmission gear 461, a tenth transmission gear 462, a differential 463, and drive half-shafts 464. The ninth transmission gear 461 is disposed on the intermediate shaft 130, and the tenth transmission gear 462 meshes with the ninth transmission gear 461. The differential 463 connects the two drive half-shafts 464 and the tenth transmission gear 462, and the drive half-shafts 464 are used to drive the wheels to rotate. The sixth transmission assembly 460 includes a ninth transmission gear 461 disposed on the intermediate shaft 130, a tenth transmission gear 462 meshing with the ninth transmission gear 461, a differential 463, and two drive half-shafts 464 connected to the differential 463. The differential 463 is connected to the tenth transmission gear 462 on one side and to the two drive half-shafts 464 on the other side, and the drive half-shafts 464 are used to directly drive the wheels to rotate.

[0095] After receiving power from various transmission components, the intermediate shaft 130 drives the ninth transmission gear 461 to rotate. The engagement of the ninth transmission gear 461 with the tenth transmission gear 462 transmits power to the tenth transmission gear 462. The tenth transmission gear 462 then transmits power to the differential 463, which distributes the power to the two drive half-shafts 464, ultimately driving the wheels to rotate. When the vehicle turns, the inner and outer wheels travel different distances and require different speeds. The differential 463 automatically adjusts the speeds of the left and right drive half-shafts 464, allowing the inner and outer wheels to rotate at different speeds, ensuring smooth turning and avoiding tire wear and driving instability.

[0096] The fifth transmission assembly 450 connects the second power source to the first input shaft 110, introducing an additional power source to the drive system. The sixth transmission assembly 460 ultimately transmits the power received by the intermediate shaft 130 to the wheels and ensures normal driving and cornering performance of the vehicle through the differential 463. Through the coordinated work of the various transmission assemblies, the entire drive system can flexibly distribute power according to different driving conditions (such as starting, acceleration, high-speed driving, cornering, etc.), achieving efficient and stable driving effects and improving the overall performance of the vehicle.

[0097] See Figure 19 As shown, this application also provides a control method for a drive system, which is applied to the drive system described above. The control method for the drive system includes:

[0098] Step S10: Obtain the vehicle's operating status parameters. These parameters must include at least one of the following: battery charge level, throttle opening, vehicle speed, and brake pedal depth. These operating status parameters are quantitative indicators of the vehicle's current operating condition, and their functions are as follows:

[0099] The battery charge level reflects the remaining power of the vehicle's energy storage device. When the battery is fully charged, the vehicle can prioritize the use of the electric motor, reducing the use of the engine and lowering fuel consumption and emissions. If the charge is low, power distribution needs to be planned reasonably to avoid over-discharge of the battery.

[0100] The throttle opening value reflects the driver's demand for vehicle power. The larger the throttle opening, the greater the power output the driver expects from the vehicle, and the more the drive system needs to increase the output power of the power source accordingly.

[0101] The vehicle speed value reflects the vehicle's current speed and is an important basis for selecting the appropriate operating mode and gear ratio. Different speed ranges have different requirements for power output and transmission efficiency, and the drive system needs to adjust the operating mode and gear according to the vehicle speed.

[0102] The depth of the brake pedal reflects the driver's braking intention. When the brake pedal is deeper, it indicates that the driver requires a stronger braking effect. At this time, the drive system can work with the braking system to recover energy, converting the vehicle's kinetic energy into electrical energy for storage, thereby improving energy efficiency.

[0103] Step S20: Determine the operating mode of the drive system based on the operating status parameters. Based on the obtained operating status parameters, the drive system can determine the following common operating modes: pure electric mode, hybrid mode, engine direct drive mode, energy recovery mode, etc.

[0104] Pure electric mode: When the battery is fully charged and the vehicle speed is low and the power demand is small, the drive system can select pure electric mode, which outputs power only from the second and third power sources to achieve zero-emission and low-noise driving.

[0105] Hybrid mode: When the battery charge is moderate and the power demand is high, the drive system can adopt hybrid mode, using both the primary power source and the electric motor to output power to meet the vehicle's power demand and improve fuel economy.

[0106] Engine direct drive mode: When the vehicle speed is high and stable and the battery power is low, the drive system can select engine direct drive mode, where the engine 910 directly outputs power and transmits the power to the intermediate shaft 130 through a suitable transmission component to drive the vehicle.

[0107] Energy recovery mode: When the brake pedal depth is large and the vehicle needs to brake, the drive system can enter the energy recovery mode. The motor works as a generator to convert the vehicle's kinetic energy into electrical energy and store it in the battery, thus realizing the recovery and reuse of energy.

[0108] In step S30, according to the working mode, at least one of the output power of the first power source, the second power source, and the third power source is controlled, and the first gear switching component 310 and the second gear switching component 320 are controlled to selectively transmit power to the intermediate shaft 130 through at least one of the first transmission component 410, the second transmission component 420, the third transmission component 430, and the fourth transmission component 440.

[0109] According to the determined working mode, the drive system needs to control the output of the first power source, the second power source, and the third power source, and select the appropriate transmission component to transmit power to the intermediate shaft 130 through the first gear switching component 310 and the second gear switching component 320: in pure electric mode, only the output power of the second power source and the third power source is controlled; in hybrid mode, the output power of the engine 910 and the motor are controlled simultaneously, and the power ratio of the two is reasonably allocated according to the power demand; in engine direct drive mode, the output power of the engine 910 is mainly controlled.

[0110] Depending on the operating mode and vehicle speed requirements, the drive system selectively engages at least one of the first transmission assembly 410, second transmission assembly 420, third transmission assembly 430, and fourth transmission assembly 440 in power transmission by controlling the first gear shifting assembly 310 and the second gear shifting assembly 320. This achieves different transmission ratios to meet the vehicle's power demands under various operating conditions. For example, during start-up and low-speed driving, a transmission assembly with a larger transmission ratio is selected to provide greater torque; during high-speed driving, a transmission assembly with a smaller transmission ratio is selected to improve vehicle driving efficiency.

[0111] Table 1. Status of Clutch and Synchronizer under Different Operating Modes

[0112]

[0113]

[0114] See Figure 2 As shown, in the parking power generation mode: In this mode, the engine 910 operates, driving the first motor 920 to generate electricity and charge the vehicle battery, while the second motor 930 does not operate. The single clutch 312 engages, transmitting power from the engine 910 to the first input shaft 110; both the first clutch and the second sub-clutch 322 disengage, cutting off the power connection between the second motor 930 and the intermediate shaft 130; the synchronizer 311 disengages, and the first transmission assembly 410 and the second transmission assembly 420 do not participate in power transmission. This mode is commonly used in scenarios where the vehicle is stationary and needs additional power, such as when waiting in a parked vehicle, effectively utilizing the engine 910 to generate electricity and improving energy efficiency.

[0115] See Figure 3As shown, in single-motor pure electric mode 1: only the second motor 930 drives the vehicle, while the engine 910 and the first motor 920 are not operating. The single clutch 312 disengages to avoid power interference from the engine 910; the second sub-clutch 322 engages, allowing power from the second motor 930 to be transmitted to the intermediate shaft 130 via the fourth transmission assembly 440; the first sub-clutch 321 disengages, and the synchronizer 311 disengages, ensuring that power is transmitted only through a specific path. This mode is suitable for low-speed urban driving; in congested areas, pure electric drive can reduce emissions and energy consumption.

[0116] See Figure 4 As shown, in single-motor pure electric second gear: only the second motor 930 is driven, while the engine 910 and the first motor 920 are not working. However, at this time, the first sub-clutch 321 engages, and power is transmitted to the intermediate shaft 130 via the third transmission assembly 430; the second sub-clutch 322 and synchronizer 311 disengage. Compared to first gear, second gear has a different gear ratio, suitable for slightly higher vehicle speeds and situations with varying power demands, providing different power output characteristics.

[0117] See Figure 5 As shown, in the dual-motor pure electric first gear mode: the first motor 920 and the second motor 930 drive simultaneously, while the engine 910 is not operating. The single clutch 312 disengages, and the power of the first motor 920 and the second motor 930 is transmitted separately. The second sub-clutch 322 engages, and the power of the second motor 930 is transmitted to the intermediate shaft 130 via the fourth transmission assembly 440; the synchronizer 311 engages with the first gear 411, allowing the power of the first motor 920 to be transmitted to the intermediate shaft 130 via the first transmission assembly 410, achieving dual-motor power superposition and providing strong starting power, suitable for scenarios requiring high power such as rapid acceleration.

[0118] See Figure 6 As shown, the dual-motor pure electric two-speed mode is similar to the first speed mode, with the first motor 920 and the second motor 930 driving, while the engine 910 is not operating. The difference is that the first sub-clutch 321 engages, the second sub-clutch 322 disengages, and the synchronizer 311 engages with the first gear 411. Power from the first motor 920 is transmitted to the intermediate shaft 130 via the second transmission assembly 420, and power from the second motor 930 is transmitted to the intermediate shaft 130 via the third transmission assembly 430, meeting different vehicle speed and power requirements and providing more suitable power output at high speeds.

[0119] See Figure 7 As shown, the dual-motor pure electric three-speed system operates with both motors running simultaneously, while the engine 910 remains inactive. The second sub-clutch 322 engages, and the synchronizer 311 engages with the second gear 421. Power from the first motor 920 is transmitted to the intermediate shaft 130 via the second transmission assembly 420, and power from the second motor 930 is transmitted to the intermediate shaft 130 via the fourth transmission assembly 440. This system is suitable for higher vehicle speeds, and power transmission efficiency is optimized by adjusting the transmission assemblies.

[0120] See Figure 8 As shown, the dual-motor pure electric four-speed is similar to the three-speed, except that the synchronizer 311 is engaged with the second gear 421. The power of the first motor 920 is transmitted to the intermediate shaft 130 through the second transmission component 420, and the power of the second motor 930 is transmitted to the intermediate shaft 130 through the third transmission component 430, further optimizing the power performance and efficiency at high speeds.

[0121] See Figure 9 As shown, in series transmission mode 1: Engine 910 drives the first motor 920 to generate electricity, which powers the second motor 930 or charges the battery. Simultaneously, the second motor 930 drives the vehicle. With single clutch 312 engaged, the first motor 920 generates electricity; with second sub-clutch 322 engaged and synchronizer 311 disengaged, the power from engine 910 is transmitted via the first input shaft 110 and the first motor 920, and then the power from the second motor 930 is transmitted via the fourth transmission assembly 440 to the intermediate shaft 130. This mode is suitable for situations where the battery is low and power is needed, balancing power output and battery replenishment.

[0122] See Figure 10 As shown, the series two-speed configuration is similar to the series one-speed configuration. The engine 910 drives the first motor 920 to generate electricity, and the second motor 930 drives the engine. However, the first sub-clutch 321 is engaged, and the second sub-clutch 322 is disengaged. The power is transmitted to the intermediate shaft 130 via the third transmission assembly 430, providing different transmission ratios to adapt to the power and electricity requirements under different operating conditions.

[0123] See Figure 11 As shown, in direct drive first gear: the engine 910 is working, part of the power drives the vehicle, and part of it can drive the first motor 920 to generate electricity; the second motor 930 is not working. The single clutch 312 is engaged, the first clutch and the second sub-clutch 322 are disengaged, the synchronizer 311 is engaged with the first gear 411, and the power of the engine 910 is directly transmitted to the intermediate shaft 130 through the first transmission assembly 410. This is suitable for high-speed and stable driving, improves the efficiency of the engine 910, and reduces energy consumption.

[0124] See Figure 12 As shown, in direct drive second gear: the engine 910 works to drive the vehicle or drive the first motor 920 to generate electricity, while the second motor 930 does not work. The single clutch 312 engages, the first clutch and the second sub-clutch 322 disengage, the synchronizer 311 engages with the second gear 421, and the power from the engine 910 is transmitted to the intermediate shaft 130 via the second transmission assembly 420, providing different transmission ratios to meet different power demands during high-speed driving.

[0125] See Figure 13As shown, in parallel first gear: the engine 910 is working, part of the power drives the vehicle, and part of it drives the first motor 920 to generate electricity, while the second motor 930 is also driven. The single clutch 312 is engaged, the second sub-clutch 322 is engaged, and the synchronizer 311 is engaged with the first gear 411. The power from the engine 910 and the second motor 930 is transmitted to the intermediate shaft 130 through the first transmission assembly 410 and the fourth transmission assembly 440, respectively, to achieve power superposition. This provides strong power when high power output is required, such as for overtaking or climbing hills.

[0126] See Figure 14 As shown, the parallel second gear is similar to the parallel first gear, driven by the engine 910 and the second motor 930, with the first motor 920 generating electricity or following its direction. However, the first sub-clutch 321 is engaged, the second sub-clutch 322 is disengaged, and the synchronizer 311 is engaged with the first gear 411. The power from the engine 910 and the second motor 930 is transmitted to the intermediate shaft 130 via the second transmission assembly 420 and the third transmission assembly 430, respectively, to adapt to the power requirements under different operating conditions and optimize power output.

[0127] See Figure 15 As shown, the three-speed parallel operation is as follows: the engine 910 is running, the first motor 920 is in generator or follower mode, and the second motor 930 is used to drive the vehicle. The single clutch 312 engages, transmitting power from the engine 910 to the first input shaft 110; the first sub-clutch 321 disengages, and the second sub-clutch 322 engages; the synchronizer 311 engages with the second gear 421. In this state, the power from the engine 910, via the first input shaft 110, is partly used to drive the vehicle and partly to drive the first motor 920; the second motor 930 directly participates in driving. The power from both motors, in conjunction with subsequent transmission components, jointly drives the vehicle. This configuration is suitable for high-speed scenarios requiring significant power output, such as high-speed overtaking, by rationally distributing power to improve the overall vehicle performance.

[0128] See Figure 16 As shown, in parallel four-speed mode: engine 910 is operating, first motor 920 is in generator or follow-up mode, and second motor 930 is used to drive the vehicle. Single clutch 312 is engaged, first sub-clutch 321 is engaged, and second sub-clutch 322 is disengaged; synchronizer 311 is engaged with second gear 421. In this mode, the power from engine 910 is transmitted through single clutch 312, and then participates in power transmission through first sub-clutch 321. Second motor 930 also outputs power. The two work together to optimize power output at high speeds according to the actual operating conditions of the vehicle, improving transmission efficiency and power performance.

[0129] Energy recovery: The first motor 920 and the second motor 930 are in generator mode, while the engine 910 is not operating. During vehicle braking or deceleration, the wheels drive the motors to rotate, and the motors act as generators, converting the vehicle's kinetic energy into electrical energy for storage, thus achieving energy recovery, improving energy utilization efficiency, and reducing energy consumption. At this time, neither the clutch nor the synchronizer 311 participates in power transmission-related actions, and no engagement or disengagement operation is required.

[0130] This application also provides an automobile, which includes wheels and a drive system as described above, the wheels being connected to the drive system.

[0131] The vehicle also includes an engine 910, a first motor 920, a second motor 930, wheels, and a power battery. The engine 910 is connected to the first input shaft 110, the first motor 920 is connected to the first input shaft 110, the second motor 930 is connected to the second input shaft 120, and the wheels are mounted on the drive half-shafts.

[0132] The vehicle includes a drive system. In the drive system, a first input shaft 110 is used to connect an engine 910 and a first motor 920. A first transmission assembly 410 and a second transmission assembly 420 are both connected to the first input shaft 110 through a first gear shifting assembly 310. A third transmission assembly 430 and a fourth transmission assembly 440 are both connected to the second input shaft 120 through a second gear shifting assembly 320. By controlling the first gear shifting assembly 310 and the second gear shifting assembly 320, multi-gear switching can be achieved to provide a wider range of speed ratio selection. The engine 910 and the motor can operate in the high-efficiency range for a long time, thereby improving the power and economy of the entire vehicle.

[0133] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the utility model disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0134] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A drive system, characterized in that, The drive system includes: The first input shaft is used to connect the first power source and the second power source; The second input shaft is used to connect to the third power source; An intermediate shaft is disposed between the first input shaft and the second input shaft, and is parallel to the first input shaft and the second input shaft; A first transmission assembly connects the first input shaft and the intermediate shaft; The second transmission assembly connects the first input shaft and the intermediate shaft; The third transmission component connects the second input shaft and the intermediate shaft; The fourth transmission component connects the second input shaft and the intermediate shaft; A first gear shifting component is disposed on the first input shaft or the intermediate shaft, and is used to selectively transmit the power of the first input shaft to the intermediate shaft through the first transmission component or the second transmission component; The second gear shifting component is disposed on the second input shaft and is used to selectively transmit the power of the second input shaft to the intermediate shaft through the third transmission component or the fourth transmission component; The controller is used to control the output power of at least one of the first power source, the second power source, and the third power source, and to control the first gear shifting component and the second gear shifting component to selectively transmit power to the intermediate shaft through at least one of the first transmission component, the second transmission component, the third transmission component, and the fourth transmission component.

2. The drive system according to claim 1, characterized in that, The first gear shifting component includes a synchronizer, which is disposed on the first input shaft or the intermediate shaft and located between the first transmission component and the second transmission component. The second gear shifting component is a dual clutch or a back-to-back clutch.

3. The drive system according to claim 2, characterized in that, The first gear shifting component further includes a single clutch, which is disposed on the first input shaft and located between the first power source and the first transmission component, so as to selectively transmit the power of the first input shaft to the intermediate shaft through the first transmission component or the second transmission component.

4. The drive system according to claim 2, characterized in that, The synchronizer is located on the first input axis; The first transmission assembly includes a first gear and a first transmission gear. The first gear is loosely fitted on the first input shaft, and the first transmission gear is disposed on the intermediate shaft. The first gear and the first transmission gear mesh, and the first gear is connected to the first input shaft through the synchronizer. The second transmission assembly includes a second gear and a second transmission gear. The second gear is loosely fitted on the first input shaft, and the second transmission gear is disposed on the intermediate shaft. The second gear and the second transmission gear mesh, and the second gear is connected to the first input shaft through the synchronizer.

5. The drive system according to claim 2, characterized in that, The synchronizer is disposed on the intermediate shaft; The first transmission assembly includes a first gear, which is loosely fitted on the intermediate shaft and connected to the intermediate shaft via the synchronizer; or the first transmission assembly further includes a first transmission gear, which is disposed on the first input shaft and meshes with the first gear and the first transmission gear. The second transmission assembly includes a second gear, which is loosely fitted on the intermediate shaft and connected to the intermediate shaft via the synchronizer. Alternatively, the second transmission assembly may also include a second transmission gear, which is disposed on the first input shaft, and the second gear and the second transmission gear mesh.

6. The drive system according to claim 1, characterized in that, The third transmission assembly includes a first transmission shaft, a third transmission gear, and a fourth transmission gear. The third transmission gear is sleeved on the first transmission shaft, and the fourth transmission gear is sleeved on the intermediate shaft. The third transmission gear and the fourth transmission gear mesh. The first transmission shaft is connected to the second input shaft through the second gear shifting assembly. The fourth transmission assembly includes a second transmission shaft, a fifth transmission gear, and a sixth transmission gear. The second transmission shaft is a hollow shaft and is sleeved on the first transmission shaft. The fifth transmission gear is sleeved on the second transmission shaft, and the sixth transmission gear is sleeved on the intermediate shaft. The fifth transmission gear and the sixth transmission gear mesh. The second transmission shaft is connected to the second input shaft through the second gear shifting assembly.

7. The drive system according to claim 6, characterized in that, The length of the first drive shaft is greater than the length of the second drive shaft, and the third drive gear and the fifth drive gear are located on the same side of the second gear shifting assembly.

8. The drive system according to claim 1, characterized in that, The first power source is an engine, the second power source and the third power source are both electric motors, the second power source and the third power source are located on the same side of the axial direction of the drive system, and the first transmission assembly, the second transmission assembly, the third transmission assembly and the fourth transmission assembly are disposed between the first power source and the third power source.

9. The drive system according to claim 1, characterized in that, The drive system further includes a fifth transmission component, which includes a seventh transmission gear and an eighth transmission gear. The seventh transmission gear is disposed on the first input shaft, and the eighth transmission gear is disposed on the rotating shaft where the second power source is located. The seventh transmission gear and the eighth transmission gear mesh. The drive system further includes a sixth transmission assembly, which includes a ninth transmission gear, a tenth transmission gear, a differential, and a drive half-shaft. The ninth transmission gear is disposed on the intermediate shaft, and the tenth transmission gear meshes with the ninth transmission gear. The differential connects the two drive half-shafts and the tenth transmission gear, and the drive half-shafts are used to drive the wheels to rotate.

10. A car, characterized in that, The vehicle includes wheels and a drive system as described in any one of claims 1 to 9, wherein the wheels are connected to the drive system.

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