Driving system and automobile

Abstract

The utility model belongs to the field of power transmission, and particularly relates to a driving system and an automobile. The driving system comprises a first input shaft, a second input shaft, an intermediate shaft, two transmission assemblies, three 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 used for being connected with a third power source, the intermediate shaft is arranged between the first input shaft and the second input shaft, and the two transmission assemblies are connected with the three gear switching assemblies. The first transmission assembly and the second transmission assembly are both connected with the first input shaft, the second input shaft and the intermediate shaft, and the controller is used for controlling the first gear switching assembly, the second gear switching assembly and the third gear switching assembly to selectively transmit power to the intermediate shaft through at least one of the two transmission assemblies so as to achieve multi-gear switching. The driving system provides a wider speed ratio selection range, and different power sources can operate in respective high-efficiency areas for a long time, so that the dynamic property and the economical efficiency of the whole vehicle are improved.

Description

Technical Field

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

[0002] Since the beginning of the 21st century, China's automobile production and sales have continued to grow, making it a major automobile producer globally. Against this backdrop, profound changes are taking place in the automotive industry's internal growth drivers, consumption structure, production models, and competitive landscape, while external constraints such as energy, environment, and transportation are becoming increasingly severe. Energy-saving and new energy vehicles, as a crucial direction for the future development of the automotive industry, will have a profound impact on China's energy, environment, technology, and economy. Developing energy-saving and new energy vehicles (such as hybrid electric vehicles) aligns with China's strategic policy of advocating for a circular and conservation-oriented economy. It is of great strategic significance for implementing supply-side reforms, promoting the transformation and upgrading of the automotive industry, enhancing its international competitiveness, and building an environmentally friendly society.

[0003] The most common hybrid electric vehicles (HEVs) consist of an engine and an electric motor. The engine consumes fuel, while the traction electric motor draws energy from the battery. In recent years, the drive systems used in HEVs and their operating modes have become a hot research topic.

[0004] Currently, common hybrid power systems use a single-gear mechanism in their transmission schemes, which limits the flexibility and economy of the vehicle's power adjustment. Utility Model Content

[0005] 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 ranges, thereby improving the overall power and economy of the vehicle.

[0006] This application provides a drive system comprising: a first input shaft for connecting a first power source and a second power source, the first input shaft including a first input portion and a second input portion; a second input shaft for connecting a third power source; an intermediate shaft disposed between the first input shaft and the second input shaft and parallel to the first input shaft and the second input shaft; a first transmission assembly connecting the first input shaft, the intermediate shaft and the second input shaft; a second transmission assembly connecting the first input shaft, the intermediate shaft and the second input shaft; and a first gear shifting assembly disposed on the first output shaft for selectively transmitting the power from the first input shaft through the first transmission assembly or the second transmission assembly. The system includes: a second gear shifting component disposed on the intermediate shaft, used to selectively transmit power from the second input shaft to the intermediate shaft via the first transmission component or the second transmission component; a third gear shifting component disposed between the first input section and the second input section, used to selectively transmit power from the first input section to the second input section; and a controller 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, the second gear shifting component, and the third gear shifting component to selectively transmit power to the intermediate shaft via at least one of the first transmission component and the second transmission component.

[0007] In one exemplary embodiment of this application, the first gear shifting component is a synchronizer, the second gear shifting component is a dual-clutch or back-to-back clutch, and the third gear shifting component is a single clutch.

[0008] In one exemplary embodiment of this application, the first transmission assembly includes a first transmission shaft, a first transmission gear, a second transmission gear, and a third transmission gear. The first transmission shaft is a hollow shaft and is sleeved on the intermediate shaft. The first transmission gear is sleeved on the first transmission shaft, the second transmission gear is sleeved on the first input shaft, and the third transmission gear is sleeved on the second input shaft. The first transmission gear meshes with the second and third transmission gears. The first transmission shaft is connected to the intermediate shaft via a second gear shifting assembly. The second transmission assembly includes a second transmission shaft, a fourth transmission gear, a fifth transmission gear, and a sixth transmission gear. The second transmission shaft is a hollow shaft and is sleeved on the intermediate shaft. The fourth transmission gear is sleeved on the second transmission shaft, the fifth transmission gear is sleeved on the first input shaft, and the sixth transmission gear is sleeved on the second input shaft. The fourth transmission gear meshes with the fifth and sixth transmission gears. The second transmission shaft is connected to the intermediate shaft via the second gear shifting assembly.

[0009] In one exemplary embodiment of this application, the first drive shaft is located between the intermediate shaft and the second drive shaft, the length of the first drive shaft is greater than the length of the second drive shaft, and the first drive gear and the fourth drive gear are located on the same side of the second gear shifting assembly.

[0010] In one exemplary embodiment of this application, the first gear shifting component is disposed at the second input section of the first input shaft, the second transmission gear is connected to the first input shaft through the first gear shifting component, and the fifth transmission gear is connected to the first input shaft through the first gear shifting component.

[0011] In one exemplary embodiment of this application, 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 and the second transmission assembly are disposed between the first power source and the third power source.

[0012] In one exemplary embodiment of this application, the drive system further includes a third transmission component, which includes a seventh transmission gear and an eighth transmission gear. The seventh transmission gear is disposed at the second input portion of the first input shaft, and the eighth transmission gear is disposed at the rotating shaft where the second power source is located. The seventh transmission gear and the eighth transmission gear mesh.

[0013] In one exemplary embodiment of this application, the drive system further includes a fourth transmission assembly, which includes a 9th transmission gear, a 10th transmission gear, a differential, and a drive half-shaft. The 9th transmission gear is disposed on the intermediate shaft, and the 10th transmission gear meshes with the 9th transmission gear. The differential connects the two drive half-shafts and the 10th transmission gear, and the drive half-shafts are used to drive the wheels to rotate.

[0014] In one exemplary embodiment of this application, the drive system further includes a vibration damper disposed on the first input portion of the first input shaft.

[0015] A second aspect of this application provides an automobile, comprising: a drive system as described in any of the preceding claims; and wheels connected to the drive system.

[0016] The proposed solution has the following beneficial effects:

[0017] 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 first gear shifting assembly, a second gear shifting assembly, a third 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, and the intermediate shaft is positioned between the first and second input shafts. Both the first and second transmission assemblies connect the first input shaft to the intermediate shaft and the second input shaft to the intermediate shaft. The controller controls the first, second, and third gear shifting assemblies to selectively transmit power to the intermediate shaft via at least one of the first and second transmission assemblies, thereby achieving multi-gear shifting. In this embodiment, the drive system provides a wider range of speed ratio selection, allowing different power sources to operate in their respective high-efficiency zones for extended periods, thus improving the overall vehicle's power and fuel economy.

[0018] 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.

[0019] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0020] 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.

[0021] Figure 1 A schematic diagram of the drive system provided in Embodiment 1 or Embodiment 3 of this application is shown;

[0022] Figure 2 A schematic flowchart of the control method for the drive system provided in Embodiment 2 of this application is shown;

[0023] Figure 3 This shows a schematic diagram of the drive system provided in Embodiment 1 or Embodiment 2 of this application in idle power generation mode;

[0024] Figure 4 This diagram illustrates the drive system provided in Embodiment 1 or Embodiment 2 of this application in a single-motor pure electric first-gear drive mode;

[0025] Figure 5 A schematic diagram is shown of the drive system provided in Embodiment 1 or Embodiment 2 of this application in a single-motor pure electric second-gear drive mode;

[0026] Figure 6 A schematic diagram is shown of the drive system provided in Embodiment 1 or Embodiment 2 of this application in the dual-motor pure electric first-gear drive mode;

[0027] Figure 7 A schematic diagram is shown of the drive system provided in Embodiment 1 or Embodiment 2 of this application in a dual-motor pure electric second-gear drive mode;

[0028] Figure 8 This diagram illustrates the drive system provided in Embodiment 1 or Embodiment 2 of this application in a series first-gear drive mode;

[0029] Figure 9 This diagram illustrates the drive system provided in Embodiment 1 or Embodiment 2 of this application in a series two-speed drive mode;

[0030] Figure 10 This diagram illustrates the drive system provided in Embodiment 1 or Embodiment 2 of this application in a parallel drive mode;

[0031] Figure 11 A schematic diagram of the drive system provided in Embodiment 1 or Embodiment 2 of this application in parallel second-gear drive mode is shown;

[0032] Figure 12 This diagram illustrates a drive system provided in Embodiment 1 or Embodiment 2 of this application where the first clutch is in a normally closed state.

[0033] Explanation of reference numerals in the attached figures:

[0034] 10. Drive system;

[0035] 110, First input shaft; 111, First input section; 112, Second input section; 120, Second input shaft; 130, Intermediate shaft;

[0036] 210. First transmission assembly; 211. First drive shaft; 212. First drive gear; 213. Second drive gear; 214. Third drive gear; 220. Second transmission assembly; 221. Second drive shaft; 222. Fourth drive gear; 223. Fifth drive gear; 224. Sixth drive gear; 230. Third transmission assembly; 231. Seventh drive gear; 232. Eighth drive gear; 240. Fourth transmission assembly; 241. Ninth drive gear; 242. Tenth drive gear; 243. Differential; 244. Drive half shaft;

[0037] 310. First gear shifting assembly; 320. Second gear shifting assembly; 321. First clutch; 322. Second clutch; 323. Housing; 330. Third gear shifting assembly;

[0038] 400. Vibration damper;

[0039] 20. Engine; 31. First motor; 32. Second motor; 40. Wheel. Detailed Implementation

[0040] 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.

[0041] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0042] In this application, unless otherwise expressly specified and limited, the terms "assembly," "connection," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0043] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0044] Example 1

[0045] See Figure 1 As shown, in this embodiment, the drive system 10 includes: a first input shaft 110, a second input shaft 120, an intermediate shaft 130, a first transmission component 210, a second transmission component 220, a first gear shifting component 310, a second gear shifting component 320, a third gear shifting component 330, and a controller.

[0046] The first input shaft 110 is used to connect a first power source and a second power source. It includes a first input section 111 and a second input section 112, which are connected by a third gear shifting assembly 330. The second input shaft 120 is used to connect a third power source. The first power source may be an engine 20, and both the second and third power sources are electric motors. The second power source may be a first motor 31, and the third power source may be a second motor 32. The first input shaft 110 has a first end and a second end. The first end of the first input shaft 110 is used to connect to the engine 20, and the second end of the first input shaft 110 is used to connect to the first motor 31. The first input shaft 110 and the first motor 31 may be directly or indirectly connected. The first motor 31 can generate electricity under the drive of the first input shaft 110. An intermediate shaft 130 is disposed between the first input shaft 110 and the second input shaft 120, and is parallel to both the first input shaft 110 and the second input shaft 120. The intermediate shaft 130 is used to connect directly or indirectly to the wheel 40.

[0047] The first transmission assembly 210 connects the first input shaft 110 and the intermediate shaft 130, and also connects the second input shaft 120 and the intermediate shaft 130. The second transmission assembly 220 connects the first input shaft 110 and the intermediate shaft 130, and also connects the second input shaft 120 and the intermediate shaft 130. A first gear shifting assembly 310 is disposed on the first input shaft 110 and is used to selectively transmit power from the first input shaft 110 to the intermediate shaft 130 via either the first transmission assembly 210 or the second transmission assembly 220. A second gear shifting assembly 320 is disposed on the intermediate shaft 130 and is used to selectively transmit power from the second input shaft 120 to the intermediate shaft 130 via either the first transmission assembly 210 or the second transmission assembly 220. A third gear shifting assembly 330 is disposed between the first input section 111 and the second input section 112 and is used to selectively transmit power from the first input section 111 to the second input section 112.

[0048] 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, the second gear shifting component 320 and the third gear shifting component 330 to selectively transmit power to the intermediate shaft 130 through at least one of the first transmission component 210 and the second transmission component 220.

[0049] It should be noted that the transmission ratios of the first transmission assembly 210 and the second transmission assembly 220 are different. The first gear shifting assembly 310 can connect one of the first transmission assembly 210 and the second transmission assembly 220 to the first input shaft 110 for transmission, or connect the first transmission assembly 210 and the second transmission assembly 220 to the first input shaft 110 without transmission, that is, neither the first transmission assembly 210 nor the second transmission assembly 220 is in operation.

[0050] The second gear shifting component 320 can connect one of the first transmission component 210 and the second transmission component 220 to the intermediate shaft 130 for transmission, or connect the first transmission component 210 and the second transmission component 220 to the intermediate shaft 130 without transmission, that is, neither the first transmission component 210 nor the second transmission component 220 is in operation.

[0051] In this embodiment, the drive system 10 includes a first input shaft 110, a second input shaft 120, an intermediate shaft 130, a first transmission assembly 210, a second transmission assembly 220, a first gear shifting assembly 310, a second gear shifting assembly 320, a third gear shifting assembly 330, 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 210 and the second transmission assembly 220 are both connected to the first input shaft 110 and the intermediate shaft 130, and the second input shaft 120 and the intermediate shaft 130, respectively. The controller is used to control the first gear shifting assembly 310, the second gear shifting assembly 320, and the third gear shifting assembly 330 to selectively transmit power to the intermediate shaft 130 through at least one of the first transmission assembly 210 and the second transmission assembly 220 to achieve multi-gear shifting. In this embodiment, the drive system 10 provides a wider range of speed ratio selection, and the engine 20 and the electric motor can operate in the high-efficiency range for a long time, thereby improving the power and economy of the whole vehicle.

[0052] In some embodiments, the first gear shifting component 310 is a synchronizer, the second gear shifting component 320 is a dual-clutch or back-to-back clutch, and the third gear shifting component 330 is a single clutch. For example, the second gear shifting component 320 is a dual-clutch, which includes a first clutch 321, a second clutch 322, and a housing 323. The housing 323 is mounted on the intermediate shaft 130. Both the first clutch 321 and the second clutch 322 are disposed within the housing 323. The first clutch 321 connects the housing 323 and the second transmission component 220, enabling engagement and disengagement of the housing 323 and the second transmission component 220. The second clutch 322 connects the housing 323 and the first transmission component 210, enabling engagement and disengagement of the housing 323 and the first transmission component 210.

[0053] By using a dual-clutch or back-to-back clutch, synchronizer, and single clutch, the intermediate shaft 130 can output power through one of the first transmission assembly 210 and the second transmission assembly 220, or neither can be driven. When neither the first transmission assembly 210 nor the second transmission assembly 220 is driven, that is, the first input shaft 110, the second input shaft 120, and the intermediate shaft 130 can be decoupled, the engine 20 can generate electricity at idle speed.

[0054] In some embodiments, the first transmission assembly 210 includes a first transmission shaft 211, a first transmission gear 212, a second transmission gear 213, and a third transmission gear 214. The first transmission shaft 211 is a hollow shaft and is sleeved on an intermediate shaft 130. The first transmission gear 212 is sleeved on the first transmission shaft 211, the second transmission gear 213 is sleeved on a first input shaft 110, and the third transmission gear 214 is sleeved on a second input shaft 120. The first transmission gear 212 meshes with the second transmission gear 213 and the third transmission gear 214. The first transmission shaft 211 is connected to the intermediate shaft 130 through a second gear shifting assembly 320.

[0055] The second transmission assembly 220 includes a second transmission shaft 221, a fourth transmission gear 222, a fifth transmission gear 223, and a sixth transmission gear 224. The second transmission shaft 221 is a hollow shaft and is sleeved on an intermediate shaft 130. The fourth transmission gear 222 is sleeved on the second transmission shaft 221, the fifth transmission gear 223 is sleeved on a first input shaft 110, and the sixth transmission gear 224 is sleeved on a second input shaft 120. The fourth transmission gear 222 meshes with the fifth transmission gear 223 and the sixth transmission gear 224. The second transmission shaft 221 is connected to the intermediate shaft 130 through a second gear shifting assembly 320.

[0056] The first transmission assembly 210 and the second transmission assembly 220 connect the first input shaft 110 and the intermediate shaft 130, as well as the second input shaft 120 and the intermediate shaft 130, which can reduce the output speed of the first input shaft 110 and the second input shaft 120 and increase the output torque of the first input shaft 110 and the second input shaft 120.

[0057] In some embodiments, the first drive shaft 211 is located between the intermediate shaft 130 and the second drive shaft 221, that is, the second drive shaft 221 is sleeved on the first drive shaft 211, and the first drive shaft 211 is sleeved on the intermediate shaft 130. The length of the first drive shaft 211 is greater than the length of the second drive shaft 221, and the first drive gear 212 and the fourth drive gear 222 are located on the same side of the first gear shifting assembly 310.

[0058] The first transmission gear 212 and the fourth transmission gear 222 are located on the same side of the second gear shifting assembly 320, which makes the structure of the drive system 10 more compact and reduces the space occupied in the design of the car.

[0059] It should be noted that the first transmission gear 212 and the fourth transmission gear 222 may also be located on both sides of the second gear shifting assembly 320, depending on the specific circumstances.

[0060] In some embodiments, the first gear shifting component 310 is disposed at the second input portion 112 of the first input shaft 110, the second transmission gear 213 is connected to the first input shaft 110 through the first gear shifting component 310, and the fifth transmission gear 223 is connected to the first input shaft 110 through the first gear shifting component 310. The first gear shifting component 310 is a synchronizer.

[0061] In some embodiments, the drive system 10 further includes a damper 400 disposed on a first input portion 111 of the first input shaft 110 and located between the first power source and the third gear shifting assembly 330. The damper 400 may include a torsional damper 400 and a dual-mass flywheel.

[0062] The vibration damper 400 is installed on the first input shaft 110. The vibration damper 400 can suppress the torsional vibration of the first input shaft 110 and prevent the first input shaft 110 from shaking or even breaking under high-speed rotation.

[0063] In some embodiments, the first power source and the second power source are located on opposite sides of the axial direction of the drive system 10, and the second power source and the third power source are located on the same side of the axial direction of the drive system 10. The axial direction of the drive system 10 is the axial direction of the first input shaft 110, the second input shaft 120, and the intermediate shaft 130. The first transmission assembly 210 and the second transmission assembly 220 are disposed between the first power source and the third power source.

[0064] The first power source can be an engine 20, and the second and third power sources are both electric motors. The first and second power sources are located on opposite sides of the axial direction of the drive system 10, and the second and third power sources are located on the same side of the axial direction of the drive system 10, which can reduce the design difficulty of fuel supply for the engine 20 and power supply for the electric motor.

[0065] In some embodiments, the drive system 10 further includes a third transmission assembly 230, which includes a seventh transmission gear 231 and an eighth transmission gear 232. The seventh transmission gear 231 is disposed at the second input portion 112 of the first input shaft 110, and the eighth transmission gear 232 is disposed on the shaft where the second power source is located. The second power source is the first motor 31, and the eighth transmission gear 232 is disposed on the output shaft of the first motor 31. The seventh transmission gear 231 and the eighth transmission gear 232 mesh.

[0066] The first input shaft 110 and the first motor 31 are connected by a third transmission component 230. The third transmission component 230 can reduce the output speed of the first input shaft 110 and increase the output torque of the first input shaft 110.

[0067] In some embodiments, the drive system 10 further includes a fourth transmission assembly 240, which includes a 9th transmission gear 241, a 10th transmission gear 242, a differential 243, and a drive half-shaft 244. The 9th transmission gear 241 is disposed on the intermediate shaft 130, the 10th transmission gear 242 meshes with the 9th transmission gear 241, the differential 243 connects the two drive half-shafts 244 and the 10th transmission gear 242, and the drive half-shafts 244 are used to drive the wheels 40 to rotate.

[0068] The intermediate shaft 130 and the wheels 40 are connected via a fourth transmission assembly 240. The fourth transmission assembly 240 can reduce the output speed of the intermediate shaft 130 and increase the output torque of the intermediate shaft 130. The fourth transmission assembly 240 includes a differential 243, which can automatically adjust the speed of the left and right wheels 40 according to factors such as the turning radius and vehicle speed, so that the inner wheel 40 rotates slower and the outer wheel 40 rotates faster, allowing the wheels 40 to maintain a pure rolling state during turning, avoiding slippage friction of the wheels 40, and improving the vehicle's handling performance and driving stability.

[0069] In summary, the drive system 10 provided in this embodiment has the following advantages:

[0070] It features a compact structure, small size, space-saving design, and convenient layout, overcoming the shortcomings of existing hybrid vehicles and their powertrains, such as large size and complex structure.

[0071] It can automatically switch between multiple working modes such as parking power generation, single-motor pure electric drive, dual-motor pure electric drive, series drive, parallel drive, and brake energy recovery, effectively reducing fuel consumption and improving fuel economy.

[0072] Multiple gears can be switched by controlling the clutch and synchronizer, providing a wider range of speed ratios. The engine and electric motor operate more efficiently in the high-efficiency range, improving the vehicle's power and economy.

[0073] Gear shifting is achieved by controlling the clutch and synchronizer, ensuring uninterrupted vehicle power during gear shifts and improving shifting comfort.

[0074] Example 2

[0075] This application also provides a control method for a drive system 10, used to control the drive system 10 disclosed in Embodiment 1. See also Figure 2 As shown, the control method of the drive system 10 includes:

[0076] S100: Obtain vehicle operating status parameters, which include at least one of the following: battery charge value, throttle opening value, vehicle speed value, and brake pedal depth value.

[0077] S200: Determine the operating mode of the drive system 10 based on the operating status parameters;

[0078] S300: According to the working mode, control the output power of at least one of the first power source, the second power source, and the third power source, and control the first gear shifting component 310, the second gear shifting component 320, and the third gear shifting component 330 to selectively transmit power to the intermediate shaft 130 through at least one of the first transmission component 210 and the second transmission component 220.

[0079] For example, the drive system 10 in Embodiment 1 will be used for illustration. The operating modes of the drive system 10 may include parking power generation mode, single-motor pure electric drive mode, dual-motor pure electric drive mode, series drive mode, parallel drive mode, and regenerative braking mode.

[0080] The operating mode of the drive system 10 is determined based on the operating status parameters. For example, if the throttle opening value is 0, the vehicle speed value is 0, and the battery charge value is less than the set value, the operating mode of the drive system 10 can be determined as idle power generation mode. Based on the battery charge value, vehicle speed value, and brake pedal depth value, the operating mode of the drive system 10 can be determined as one of the following: single-motor pure electric first gear mode, single-motor pure electric second gear mode, dual-motor pure electric first gear mode, dual-motor pure electric second gear mode, series first gear mode, series second gear mode, parallel first gear mode, or parallel second gear mode. In single-motor pure electric first gear mode, single-motor pure electric second gear mode, dual-motor pure electric first gear mode, dual-motor pure electric second gear mode, series first gear mode, series second gear mode, parallel first gear mode, or parallel second gear mode, if the brake pedal is pressed, the operating mode of the drive system 10 can be determined as brake energy recovery mode.

[0081] Table 1 Status table of dual clutch, third gear shifting assembly and synchronizer under different operating modes

[0082]

[0083] In idle power generation mode, the power transmission route of drive system 10 is as follows: Figure 3 As indicated by the arrow. Combined Figure 3 As shown in Table 1, in idle power generation mode, the first clutch 321, the second clutch 322, and the synchronizer are all disengaged, while the third gear shifting assembly 330 is engaged. The second motor 32 is not working, and the engine 20 is working to drive the first input section 111 and the second input section 112 of the first input shaft 110 to rotate. The power from the first input shaft 110 is sequentially transmitted through the seventh transmission gear 231 and the eighth transmission gear 232 to drive the first motor 31 to generate electricity, which is then used to charge the power battery.

[0084] In single-motor pure electric first gear mode, the power transmission route of drive system 10 is as follows: Figure 4 As indicated by the arrow. Combined Figure 4As shown in Table 1, in single-motor pure electric first gear mode, the first clutch 321 is engaged, while the second clutch 322, the third gear shifting assembly 330, and the synchronizer are all disengaged. The engine 20 and the first motor 31 are not operating. The second motor 32 drives the wheels 40 sequentially through the second input shaft 120, the sixth transmission gear 224, the fourth transmission gear 222, the intermediate shaft 130, the ninth transmission gear 241, the tenth transmission gear 242, the differential 243, and the drive half-shaft 244.

[0085] In single-motor pure electric second-gear mode, the power transmission route of drive system 10 is as follows: Figure 5 As indicated by the arrow. Combined Figure 5 As shown in Table 1, in the single-motor pure electric second-gear mode, the second clutch 322 engages, while the first clutch 321, the third gear shifting assembly 330, and the synchronizer disengage. The engine 20 and the first motor 31 are not operating. The second motor 32 drives the wheels 40 sequentially through the second input shaft 120, the third transmission gear 214, the first transmission gear 212, the intermediate shaft 130, the ninth transmission gear 241, the tenth transmission gear 242, the differential 243, and the drive half-shaft 244.

[0086] In the dual-motor pure electric first gear mode, the power transmission route of the drive system 10 is as follows: Figure 6 As indicated by the arrow. Combined Figure 6 As shown in Table 1, in the dual-motor pure electric first gear mode, the first clutch 321 is engaged, the first gear shifting component 310 is engaged with the fifth transmission gear 223, and the second clutch 322 and the third gear shifting component 330 are both disengaged. The engine 20 is not working. The first motor 31 drives the wheels 40 sequentially through the eighth transmission gear 232, the seventh transmission gear 231, the first input shaft 110, the fifth transmission gear 223, the fourth transmission gear 222, the intermediate shaft 130, the ninth transmission gear 241, the tenth transmission gear 242, the differential 243, and the drive half-shaft 244. The second motor 32 drives the wheels 40 sequentially through the second input shaft 120, the sixth transmission gear 224, the fourth transmission gear 222, the intermediate shaft 130, the ninth transmission gear 241, the tenth transmission gear 242, the differential 243, and the drive half-shaft 244.

[0087] In the dual-motor pure electric second-gear mode, the power transmission route of the drive system 10 is as follows: Figure 7 As indicated by the arrow. Combined Figure 7As shown in Table 1, in the dual-motor pure electric second-gear mode, the second clutch 322 engages, the first gear shifting component 310 engages with the second transmission gear 213, and the first clutch 321 and the third gear shifting component 330 disengage. The engine 20 is not operating. The first motor 31 drives the wheels 40 sequentially through the 8th transmission gear 232, the 7th transmission gear 231, the first input shaft 110, the 2nd transmission gear 213, the 1st transmission gear 212, the intermediate shaft 130, the 9th transmission gear 241, the 10th transmission gear 242, the differential 243, and the drive half-shaft 244. Similarly, the second motor 32 drives the wheels 40 sequentially through the second input shaft 120, the 3rd transmission gear 214, the 1st transmission gear 212, the intermediate shaft 130, the 9th transmission gear 241, the 10th transmission gear 242, the differential 243, and the drive half-shaft 244.

[0088] In series first gear mode, the power transmission route of drive system 10 is as follows: Figure 8 As indicated by the arrow. Combined Figure 8 As shown in Table 1, in the series first gear mode, both the first clutch 321 and the third gear shifting assembly 330 are engaged, while both the first gear shifting assembly 310 and the second clutch 322 are disengaged. The first motor 31 starts the engine 20, and the started engine 20 drives the first motor 31 to generate electricity to charge the battery or supply power to the second motor 32, and controls the second motor 32 to drive it. The second motor 32 drives the wheels 40 sequentially through the second input shaft 120, the sixth transmission gear 224, the fourth transmission gear 222, the intermediate shaft 130, the ninth transmission gear 241, the tenth transmission gear 242, the differential 243, and the drive half-shaft 244.

[0089] In series second gear mode, the power transmission route of drive system 10 is as follows: Figure 9 As indicated by the arrow. Combined Figure 9 As shown in Table 1, in the series two-speed mode, the second clutch 322 and the third gear shifting assembly 330 are both engaged, while the first gear shifting assembly 310 and the first clutch 321 are both disengaged. The first motor 31 is controlled to start the engine 20. The started engine 20 drives the first motor 31 to generate electricity, either to charge the battery or to supply power to the second motor 32, and controls the second motor 32 for driving. The second motor 32 drives the wheels 40 sequentially through the second input shaft 120, the third transmission gear 214, the first transmission gear 212, the intermediate shaft 130, the ninth transmission gear 241, the tenth transmission gear 242, the differential 243, and the drive half-shaft 244.

[0090] In parallel first gear mode, the power transmission route of drive system 10 is as follows: Figure 10 As indicated by the arrow. Combined Figure 10As shown in Table 1, in parallel first gear mode, both the first clutch 321 and the third gear shifting assembly 330 are engaged, the first gear shifting assembly 310 is engaged with the fifth transmission gear 223, and the second clutch 322 is disengaged. The first motor 31 is controlled to start the engine 20. Part of the power from the started engine 20 drives the first motor 31 to generate electricity to charge the battery or supply power to the second motor 32, while the other part of the power is used to drive the vehicle, controlling the second motor 32 for driving. The engine 20 drives the wheels 40 sequentially through the first input shaft 110, the fifth transmission gear 223, the fourth transmission gear 222, the intermediate shaft 130, the ninth transmission gear 241, the tenth transmission gear 242, the differential 243, and the drive half shaft 244; and the second motor 32 drives the wheels 40 sequentially through the second input shaft 120, the sixth transmission gear 224, the fourth transmission gear 222, the intermediate shaft 130, the ninth transmission gear 241, the tenth transmission gear 242, the differential 243, and the drive half shaft 244.

[0091] In parallel second gear mode, the power transmission route of drive system 10 is as follows: Figure 11 As indicated by the arrow. Combined Figure 11 As shown in Table 1, in parallel two-gear mode, both the second clutch 322 and the third gear shifting assembly 330 are engaged, the first gear shifting assembly 310 is engaged with the second transmission gear 213, and the first clutch 321 is disengaged. The first motor 31 is controlled to start the engine 20. After starting, part of the power from the engine 20 drives the first motor 31 to generate electricity to charge the battery or supply power to the second motor 32, while the other part of the power is used to drive the vehicle, controlling the second motor 32 to drive it. The engine 20 drives the wheels 40 sequentially through the first input shaft 110, the second transmission gear 213, the first transmission gear 212, the intermediate shaft 130, the ninth transmission gear 241, the tenth transmission gear 242, the differential 243, and the drive half shaft 244; and the second motor 32 drives the wheels 40 sequentially through the second input shaft 120, the third transmission gear 214, the first transmission gear 212, the intermediate shaft 130, the ninth transmission gear 241, the tenth transmission gear 242, the differential 243, and the drive half shaft 244.

[0092] In addition, the drive system 10 also includes a braking energy recovery mode. In pure electric first gear mode, pure electric second gear mode, series first gear mode, series second gear mode, engine 20 direct drive first gear mode, engine 20 direct drive second gear mode, parallel first gear mode or parallel second gear mode, when the brake pedal is applied, the power is transmitted in reverse from the wheel 40 to the first motor 31 and / or the second motor 32. The first motor 31 and / or the second motor 32 generate electricity and charge the power battery.

[0093] The first gear shifting component 310 controls the first input shaft 110 to be loosely connected to the fourth transmission component 240, and the second gear shifting component 320 controls the first input shaft 110 and the second input shaft 120 to be loosely connected to the fourth transmission component 240, or the first transmission component 210 and the second transmission component 220 are connected to the fourth transmission component 240 for transmission, so as to realize multi-gear switching, provide a wider range of speed ratio selection, and the engine 20 and the motor can operate in the high-efficiency range for a long time, thereby improving the power and economy of the whole vehicle.

[0094] It should be noted that, compared to schemes using synchronizers and shift actuators for multi-gear control, the multi-gear implementation method of this application eliminates the need for synchronizers and shift actuators, resulting in a compact structure, high integration, and a rational layout of components. This facilitates assembly, saves space, and improves the utilization of interior space. Gear shifting is achieved through the switching control of two clutches, with no power interruption during the shifting process, thus improving shifting comfort.

[0095] In some other embodiments, the first clutch 321 can be in a constantly engaged state, and its structure is as follows: Figure 12 As shown. During the vehicle start-up phase, the vehicle's operating mode can be controlled to drive the vehicle quickly in pure electric first gear using the second motor 32. The normally engaged first clutch 322 allows the torque of the second motor 32 to be directly output to the vehicle's wheel ends, resulting in fast torque response and thus improving the vehicle's start-up response speed.

[0096] Example 3

[0097] See Figure 1 As shown, this embodiment provides a car, which includes the drive system 10 disclosed in Embodiment 1.

[0098] The vehicle also includes an engine 20, a first motor 31, a second motor 32, wheels 40, and a power battery. The engine 20 is connected to the first input shaft 110, the first motor 31 is connected to the first input shaft 110, the second motor 32 is connected to the second input shaft 120, and the wheels 40 are mounted on the drive half-shaft 244.

[0099] The vehicle includes a drive system 10. In the drive system 10, a first input shaft 110 is used to connect an engine 20 and a first motor 31. The first input shaft 110 is controlled to be loosely connected to a fourth transmission assembly 240 by a first gear shifting component 310. The first input shaft 110 and the second input shaft 120 are controlled to be loosely connected to the fourth transmission assembly 240 by a second gear shifting component 320. Alternatively, the first transmission assembly 210 and the second transmission assembly 220 can be used to drive the vehicle to the fourth transmission assembly 240, thereby realizing multi-gear switching and providing a wider range of speed ratio selection. The engine 20 and the motor can operate in the high-efficiency range for a long time, thereby improving the power and economy of the vehicle.

[0100] In the description of this specification, references to terms such as "some embodiments," "exemplarily," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. The illustrative expressions of the above terms in this specification do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0101] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application. Therefore, any changes or modifications made in accordance with the claims and description of this application should fall within the scope of this patent application.

Claims

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

2. The drive system according to claim 1, characterized in that, The first gear shifting component is a synchronizer, the second gear shifting component is a dual-clutch or back-to-back clutch, and the third gear shifting component is a single clutch.

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

4. The drive system according to claim 3, characterized in that, The first drive shaft is located between the intermediate shaft and the second drive shaft, and the length of the first drive shaft is greater than the length of the second drive shaft. The first drive gear and the fourth drive gear are located on the same side of the second gear shifting assembly.

5. The drive system according to claim 3, characterized in that, The first gear shifting component is disposed at the second input part of the first input shaft, the second transmission gear is connected to the first input shaft through the first gear shifting component, and the fifth transmission gear is connected to the first input shaft through the first gear shifting component.

6. 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 and the second transmission assembly are disposed between the first power source and the third power source.

7. The drive system according to claim 1 or 6, characterized in that, The drive system further includes a third transmission assembly, which includes a 7th transmission gear and an 8th transmission gear. The 7th transmission gear is disposed at the second input part of the first input shaft, and the 8th transmission gear is disposed at the rotating shaft where the second power source is located. The 7th transmission gear and the 8th transmission gear mesh.

8. The drive system according to claim 1 or 6, characterized in that, The drive system further includes a fourth transmission assembly, which includes a 9th transmission gear, a 10th transmission gear, a differential, and a drive half-shaft. The 9th transmission gear is disposed on the intermediate shaft, and the 10th transmission gear meshes with the 9th transmission gear. The differential connects the two drive half-shafts and the 10th transmission gear, and the drive half-shafts are used to drive the wheels to rotate.

9. The drive system according to claim 1, characterized in that, The drive system also includes a vibration damper, which is disposed on the first input section of the first input shaft.

10. A car, characterized in that, include: The drive system as described in any one of claims 1 to 9; The wheels are connected to the drive system.

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