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, 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 used for being connected with a third power source, and the intermediate shaft is arranged between 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, and the third transmission assembly and the fourth transmission assembly are both 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 through at least one of the four 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] 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 ranges, thereby improving the overall power and economy of the vehicle.

[0005] To achieve the above objectives, this application provides a driving system, comprising:

[0006] The first input shaft is used to connect the first power source and the second power source;

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

[0008] 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;

[0009] A first transmission assembly connects the first input shaft and the intermediate shaft;

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

[0011] The third transmission component connects the second input shaft and the intermediate shaft;

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

[0013] A first gear shifting component is disposed on the first input 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.

[0014] The second gear shifting component is disposed on the second input shaft or the intermediate 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;

[0015] 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.

[0016] Optionally, the first gear shifting component is a dual-clutch or a back-to-back clutch, and the second gear shifting component is a synchronizer.

[0017] Optionally, the first transmission assembly includes a first transmission shaft, a first transmission gear, and a second transmission gear. The first transmission shaft is a hollow shaft and is sleeved on the first input shaft. The first transmission gear is sleeved on the first transmission shaft, and the second transmission gear is sleeved on the intermediate shaft. The first transmission gear and the second transmission gear mesh. The first transmission shaft is connected to the first input shaft through the first gear shifting assembly.

[0018] The second transmission assembly includes a second transmission shaft, a third transmission gear, and a fourth transmission gear. The second transmission shaft is a hollow shaft and is sleeved on the first input shaft. The third transmission gear is sleeved on the second transmission shaft, and the fourth transmission gear is sleeved on the intermediate shaft. The third transmission gear and the fourth transmission gear mesh. The second transmission shaft is connected to the first input shaft through the first gear shifting assembly.

[0019] Optionally, the second drive shaft is located between the first input shaft and the first drive shaft, the length of the second drive shaft is greater than the length of the first drive shaft, and the first drive gear and the third drive gear are located on the same side of the first gear shifting assembly.

[0020] Optionally, the second gear shifting component is disposed on the intermediate shaft;

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

[0022] The fourth transmission assembly includes a second gear and a sixth transmission gear. The second gear is loosely fitted on the intermediate shaft, and the sixth transmission gear is disposed on the second input shaft. The second gear and the sixth transmission gear mesh, and the second gear is connected to the intermediate shaft through the second gear shifting assembly.

[0023] Optionally, the second gear shifting component is disposed on the second input axis;

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

[0025] The fourth transmission assembly includes a second gear, which is loosely fitted on the second input shaft. The second gear is connected to the second input shaft via the second gear shifting assembly and is connected to the intermediate shaft via the second transmission assembly. Alternatively, the fourth transmission assembly may also include a sixth transmission gear, which is disposed on the intermediate shaft, and the second gear and the sixth transmission gear mesh.

[0026] Optionally, the first power source is an engine, 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, 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.

[0027] Optionally, 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.

[0028] Optionally, the drive system further includes a sixth 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.

[0029] This application also provides a car, including:

[0030] The drive system described above;

[0031] The wheels are connected to the drive system.

[0032] The drive system and automobile disclosed in this application have the following beneficial effects:

[0033] 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 through at least one of the first, second, third, and fourth transmission assemblies to achieve 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 ranges for extended periods, thereby improving the overall vehicle's power and fuel economy.

[0034] 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.

[0035] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0036] 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.

[0037] Figure 1This is a schematic diagram of the drive system in Embodiment 1 of this application.

[0038] Figure 2 This is a schematic diagram of the dual clutch structure in Embodiment 1 of this application.

[0039] Figure 3 This is a schematic diagram of the drive system in Embodiment 2 of this application.

[0040] Figure 4 This is a schematic diagram of the drive system in Embodiment 3 of this application.

[0041] Figure 5 This is a schematic diagram of the idling power generation mode of the drive system in Embodiment 4 of this application.

[0042] Figure 6 This is a schematic diagram of the pure electric first gear mode of the drive system in Embodiment 4 of this application.

[0043] Figure 7 This is a schematic diagram of the pure electric second-gear mode of the drive system in Embodiment 4 of this application.

[0044] Figure 8 This is a schematic diagram of the series-connected single-stage mode of the drive system in Embodiment 4 of this application.

[0045] Figure 9 This is a schematic diagram of the series two-speed mode of the drive system in Embodiment 4 of this application.

[0046] Figure 10 This is a schematic diagram of the direct drive mode of the drive system in Embodiment 4 of this application.

[0047] Figure 11 This is a schematic diagram of the direct drive two-speed mode of the drive system in Embodiment 4 of this application.

[0048] Figure 12 This is a schematic diagram of the parallel single-stage mode of the drive system in Embodiment 4 of this application.

[0049] Figure 13 This is a schematic diagram of the parallel two-stage mode of the drive system in Embodiment 4 of this application.

[0050] Figure 14 This is a schematic diagram of the parallel three-speed mode of the drive system in Embodiment 4 of this application.

[0051] Figure 15 This is a schematic diagram of the parallel four-speed mode of the drive system in Embodiment 4 of this application.

[0052] Figure 16 This is a schematic diagram of the structure of the automobile in Embodiment 5 of this application.

[0053] Figure 17This is a flowchart of the control method of the drive system in Embodiment 4 of this application.

[0054] Explanation of reference numerals in the attached figures:

[0055] 10. Drive system;

[0056] 110, First input axis; 120, Second input axis; 130, Intermediate axis;

[0057] 210. First transmission assembly; 211. First drive shaft; 212. First transmission gear; 213. Second transmission gear; 220. Second transmission assembly; 221. Second drive shaft; 222. Third transmission gear; 223. Fourth transmission gear; 230. Third transmission assembly; 231. First gear; 232. Fifth transmission gear; 240. Fourth transmission assembly; 241. Second gear; 242. Sixth transmission gear; 250. Fifth transmission assembly; 251. Seventh transmission gear; 252. Eighth transmission gear; 260. Sixth transmission assembly; 261. Ninth transmission gear; 262. Tenth transmission gear; 263. Differential; 264. Drive half shaft;

[0058] 310. First gear shifting assembly; 311. First clutch; 312. Second clutch; 313. Housing; 320. Second gear shifting assembly;

[0059] 400. Vibration damper;

[0060] 20. Engine; 31. First motor; 32. Second motor; 40. Wheel. Detailed Implementation

[0061] 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.

[0062] 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.

[0063] The present application will now be described in further detail with reference to the accompanying drawings and specific embodiments. It should be noted that the technical features involved in the various embodiments described below can be combined with each other as long as they do not conflict with each other. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present application, and should not be construed as limiting the present application.

[0064] Example 1

[0065] See Figure 1 and Figure 2 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 third transmission component 230, a fourth transmission component 240, a first gear shifting component 310, a second gear shifting component 320, and a controller.

[0066] The first input shaft 110 is used to connect a first power source and a second power source, and the second input shaft 120 is used to connect a third power source. The first power source can be an engine 20, and both the second and third power sources are electric motors. The second power source can be a first motor 31, and the third power source can be a second motor 32. The first input shaft 110 has a first end and a second end opposite to each other. 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 can 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.

[0067] A first transmission assembly 210 connects the first input shaft 110 and the intermediate shaft 130; a second transmission assembly 220 connects the first input shaft 110 and the intermediate shaft 130; a third transmission assembly 230 connects the second input shaft 120 and the intermediate shaft 130; and a fourth transmission assembly 240 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 the power of 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 either the second input shaft 120 or the intermediate shaft 130 and is used to selectively transmit the power of the second input shaft 120 to the intermediate shaft 130 via either the third transmission assembly 230 or the fourth transmission assembly 240.

[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 210, the second transmission component 220, the third transmission component 230 and the fourth transmission component 240.

[0069] It should be noted that the transmission ratios of the first transmission assembly 210 and the second transmission assembly 220 are different, and the transmission ratios of the third transmission assembly 230 and the fourth transmission assembly 240 are also 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 it can 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.

[0070] The second gear shifting component 320 can connect one of the third transmission component 230 and the fourth transmission component 240 to the second input shaft 120 for transmission, or connect the third transmission component 230 and the fourth transmission component 240 to the second input shaft 120 without transmission, that is, neither the third transmission component 230 nor the fourth transmission component 240 is in operation.

[0071] 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 third transmission assembly 230, a fourth transmission assembly 240, 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 210 and the second transmission assembly 220 are both connected to the first input shaft 110 and the intermediate shaft 130. The third transmission assembly 230 and the fourth transmission assembly 240 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 210, the second transmission assembly 220, the third transmission assembly 230, and the fourth transmission assembly 240 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 vehicle.

[0072] In some embodiments, the first gear shifting assembly 310 is a dual-clutch or a back-to-back clutch, and the second gear shifting assembly 320 is a synchronizer. For example, the first gear shifting assembly 310 is a dual-clutch, which includes a first clutch 311, a second clutch 312, and a housing 313. The housing 313 is mounted on the first input shaft 110. Both the first clutch 311 and the second clutch 312 are disposed within the housing 313. The first clutch 311 connects the housing 313 and the first transmission assembly 210, enabling engagement and disengagement of the housing 313 from the first transmission assembly 210. The second clutch 312 connects the housing 313 and the second transmission assembly 220, enabling engagement and disengagement of the housing 313 from the second transmission assembly 220.

[0073] By using a dual-clutch or back-to-back clutch, the first input shaft 110 can output power through either the first transmission assembly 210 or 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 and the intermediate shaft 130 can be decoupled, the second motor 32 can output power through the second input shaft 120, thus enabling the second motor 32 to directly drive the engine 20 and generate electricity at idle.

[0074] The synchronizer allows either the third transmission assembly 230 or the fourth transmission assembly 240 to output power or both to remain inactive. When neither the third transmission assembly 230 nor the fourth transmission assembly 240 is inactive, the second input shaft 120 and the intermediate shaft 130 can be decoupled, enabling direct engine drive.

[0075] In some embodiments, the first transmission assembly 210 includes a first transmission shaft 211, a first transmission gear 212, and a second transmission gear 213. The first transmission shaft 211 is a hollow shaft and is sleeved on the first input shaft 110. The first transmission gear 212 is sleeved on the first transmission shaft 211, and the second transmission gear 213 is sleeved on the intermediate shaft 130. The first transmission gear 212 and the second transmission gear 213 mesh, and the first transmission shaft 211 is connected to the first input shaft 110 through a first gear shifting assembly 310.

[0076] The second transmission assembly 220 includes a second transmission shaft 221, a third transmission gear 222, and a fourth transmission gear 223. The second transmission shaft 221 is a hollow shaft and is sleeved on the first input shaft 110. The third transmission gear 222 is sleeved on the second transmission shaft 221, and the fourth transmission gear 223 is sleeved on the intermediate shaft 130. The third transmission gear 222 and the fourth transmission gear 223 mesh. The second transmission shaft 221 is connected to the first input shaft 110 through a first gear shifting assembly 310.

[0077] The first transmission assembly 210 and the second transmission assembly 220 connect the first input shaft 110 and the intermediate shaft 130. This can reduce the output speed of the first input shaft 110 and increase the output torque of the first input shaft 110. It can also make the engagement and disengagement of the synchronizer with the third transmission assembly 230 and the fourth transmission assembly 240 smoother.

[0078] In some embodiments, the second drive shaft 221 is located between the first input shaft 110 and the first drive shaft 211, that is, the second drive shaft 221 is sleeved on the first input shaft 110, and the first drive shaft 211 is sleeved on the second drive shaft 221. The length of the second drive shaft 221 is greater than the length of the first drive shaft 211, and the first drive gear 212 and the third drive gear 222 are located on the same side of the first gear shifting assembly 310.

[0079] The first transmission gear 212 and the third transmission gear 222 are located on the same side of the first gear shifting assembly 310, which makes the structure of the drive system 10 more compact and reduces the space occupied in the design of the car.

[0080] It should be noted that the first transmission gear 212 and the third transmission gear 222 may be located on the same side of the first gear shifting component 310, but are not limited thereto. The first transmission gear 212 and the third transmission gear 222 may also be located on opposite sides of the first gear shifting component 310, depending on the specific circumstances.

[0081] In some embodiments, the second gear shifting assembly 320 is disposed on the intermediate shaft 130. The third transmission assembly 230 includes a first gear 231 and a fifth transmission gear 232. The first gear 231 is loosely fitted on the intermediate shaft 130, and the fifth transmission gear 232 is disposed on the second input shaft 120. The first gear 231 and the fifth transmission gear 232 mesh, and the first gear 231 is connected to the intermediate shaft 130 through the second gear shifting assembly 320. The second gear shifting assembly 320 is a synchronizer.

[0082] The fourth transmission assembly 240 includes a second gear 241 and a sixth transmission gear 242. The second gear 241 is loosely fitted on the intermediate shaft 130, and the sixth transmission gear 242 is disposed on the second input shaft 120. The second gear 241 and the sixth transmission gear 242 mesh, and the second gear 241 is connected to the intermediate shaft 130 through the second gear shifting assembly 320.

[0083] The second motor 32 and the intermediate shaft 130 are connected by the third transmission assembly 230 and the fourth transmission assembly 240. The third transmission assembly 230 and the fourth transmission assembly 240 can reduce the output speed of the second motor 32 and increase the output torque of the second motor 32.

[0084] In some embodiments, the drive system 10 further includes a damper 400 disposed on the first input shaft 110 and located between the first power source and the first gear shifting assembly 310. The damper 400 may include a torsional damper and a dual-mass flywheel.

[0085] 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.

[0086] 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, the second transmission assembly 220, the third transmission assembly 230, and the fourth transmission assembly 240 are disposed between the first power source and the third power source.

[0087] 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.

[0088] In some embodiments, the drive system 10 further includes a fifth transmission assembly 250, which includes a seventh transmission gear 251 and an eighth transmission gear 252. The seventh transmission gear 251 is disposed on the first input shaft 110, and the eighth transmission gear 252 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 252 is disposed on the output shaft of the first motor 31. The seventh transmission gear 251 and the eighth transmission gear mesh 252.

[0089] The first input shaft 110 and the first motor 31 are connected by a fifth transmission assembly 250, which can reduce the output speed of the first input shaft 110 and increase the output torque of the first input shaft 110.

[0090] In some embodiments, the drive system 10 further includes a sixth transmission assembly 260, which includes a ninth transmission gear 261, a tenth transmission gear 262, a differential 263, and a drive half-shaft 264. The ninth transmission gear 261 is disposed on the intermediate shaft 130, the tenth transmission gear 262 meshes with the ninth transmission gear 261, the differential 263 connects the two drive half-shafts 264 and the tenth transmission gear 262, and the drive half-shafts 264 are used to drive the wheels 40 to rotate.

[0091] The intermediate shaft 130 and the wheels 40 are connected via a sixth transmission assembly 260. The sixth transmission assembly 260 can reduce the output speed of the intermediate shaft 130 and increase the output torque. The sixth transmission assembly 260 includes a differential 263, 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 and improving the vehicle's handling performance and driving stability.

[0092] Example 2

[0093] The main difference between Embodiment 2 and Embodiment 1 is the installation location of the second gear switching component 320. See also... Figure 3 As shown in Embodiment 2, the second gear switching component 320 is disposed on the second input shaft 120.

[0094] The third transmission assembly 230 includes a first gear 231, which is loosely fitted onto the second input shaft 120. The first gear 231 is connected to the second input shaft 120 via a second gear shifting assembly 320. The third transmission assembly 230 also includes a fifth transmission gear 232, which is disposed on the intermediate shaft 130. The first gear 231 and the fifth transmission gear 232 mesh with each other.

[0095] The fourth transmission assembly 240 includes a second gear 241, which is loosely fitted onto the second input shaft 120. The second gear 241 and the first gear 231 are located on opposite sides of the second gear shifting assembly 320, and the second gear 241 is connected to the second input shaft 120 via the second gear shifting assembly 320. The fourth transmission assembly 240 also includes a sixth transmission gear 242, which is disposed on the intermediate shaft 130, and the second gear 241 and the sixth transmission gear 242 mesh. The second gear shifting assembly 320 includes a synchronizer.

[0096] The fifth transmission gear 232 and the sixth transmission gear 242 are located on the intermediate shaft 130. The synchronizer, the first gear 231 and the second gear 241 are all located on the second input shaft 120. The length of the intermediate shaft 130 can be reduced, making the structure of the drive system 10 more compact.

[0097] Example 3

[0098] The main difference between Embodiment 3 and Embodiment 2 is that the structures of the third transmission component 230 and the fourth transmission component 240 are different.

[0099] See Figure 4As shown, in Embodiment 3, the third transmission assembly 230 omits the fifth transmission gear 232, and the fourth transmission assembly 240 includes the sixth transmission gear 242. In this embodiment, the third transmission assembly 230 includes a first gear 231, which is loosely fitted onto the second input shaft 120. The first gear 231 is connected to the second input shaft 120 via the second gear shifting assembly 320, and is also connected to the intermediate shaft 130 via the first transmission assembly 210. Specifically, the first gear 231 meshes with the second transmission gear 213.

[0100] The fourth transmission assembly 240 includes a second gear 241, which is loosely fitted onto the second input shaft 120. The second gear 241 and the first gear 231 are located on opposite sides of the second gear shifting assembly 320. The second gear 241 is connected to the second input shaft 120 via the second gear shifting assembly 320, and also connected to the intermediate shaft 130 via the second transmission assembly 220. Specifically, the second gear 241 meshes with the fourth transmission gear 223. The second gear shifting assembly 320 includes a synchronizer.

[0101] The second transmission gear 213 meshes with the first gear 231 and the first transmission gear 212 simultaneously, and the fourth transmission gear 223 meshes with the second gear 241 and the third transmission gear 222 simultaneously. The transmission path between the intermediate shaft 130 and the second motor 32 is shorter and the structure is more compact.

[0102] Example 4

[0103] This application also provides a control method for a drive system 10, used to control the drive system 10 disclosed in Embodiments 1 to 3. See also Figure 17 As shown, the control method of the drive system 10 includes:

[0104] 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.

[0105] S200: Determine the operating mode of the drive system 10 based on the operating status parameters;

[0106] 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 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 210, the second transmission component 220, the third transmission component 230, and the fourth transmission component 240.

[0107] For example, the drive system 10 in Embodiment 1 is used for illustration. The operating modes of the drive system 10 in Embodiments 2 and 3 are the same as those in Embodiment 1, so they will not be described again. The operating modes of the drive system 10 may include idle speed power generation mode, pure electric first gear mode, pure electric second gear mode, series first gear mode, series second gear mode, engine direct drive first gear mode, engine direct drive second gear mode, parallel first gear mode, parallel second gear mode, parallel third gear mode, parallel fourth gear mode, and braking energy recovery mode.

[0108] 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: pure electric first gear mode, pure electric second gear mode, series first gear mode, series second gear mode, engine direct drive first gear mode, engine direct drive second gear mode, parallel first gear mode, parallel second gear mode, parallel third gear mode, or parallel fourth gear mode. If the brake pedal is engaged in pure electric first gear mode, pure electric second gear mode, series first gear mode, series second gear mode, engine direct drive first gear mode, engine direct drive second gear mode, parallel first gear mode, parallel second gear mode, parallel third gear mode, or parallel fourth gear mode, the operating mode of the drive system 10 can be determined as brake energy recovery mode.

[0109] Table 1. Status of Dual Clutch and Synchronizer under Different Operating Modes

[0110] Work mode engine First Motor Second motor First Clutch Second clutch synchronizer Idle power generation Work Power generation Not working Separation Separation Separation Pure electric first gear Not working Not working drive Separation Separation Engage with the first gear Pure electric first gear Not working Not working drive Separation Separation Engage with the second gear Connected one gear Work Power generation drive Separation Separation Engage with the first gear Series two gears Work Power generation drive Separation Separation Engage with the first gear Direct drive first gear Work Power generation / follow-up Not working Combination Separation Separation Direct drive second gear Work Power generation / follow-up Not working Separation Combination Separation Parallel First Gear Work Power generation / follow-up drive Combination Separation Combined with the sixth gear Parallel Second Gear Work Power generation / follow-up drive Combination Separation Combined with the fifth gear Parallel three gears Work Power generation / follow-up drive Separation Combination Combined with the sixth gear Parallel four gears Work Power generation / follow-up drive Separation Combination Combined with the fifth gear Energy recovery / Power generation Power generation / / /

[0111] In idle power generation mode, the power transmission route of drive system 10 is as follows: Figure 6 As indicated by the arrow. Combined Figure 5 As shown in Table 1, in idle power generation mode, the first clutch 311, the second clutch 312, and the synchronizer are all disengaged. The second motor 32 is not working, and the engine 20 is working to drive the first input shaft 110 to rotate. The power from the first input shaft 110 is transmitted sequentially through the 7th transmission gear 251 and the 8th transmission gear 252 to drive the first motor 31 to generate electricity, which is then used to charge the power battery.

[0112] In single-motor pure electric first gear mode, the power transmission route of drive system 10 is as follows: Figure 6 As indicated by the arrow. Combined Figure 6As shown in Table 1, in single-motor pure electric first gear mode, both the first clutch 311 and the second clutch 312 are disengaged, and the synchronizer engages with the first gear 231. Neither the engine 20 nor the first motor 31 operates. The second motor 32 drives the wheels 40 sequentially through the second input shaft 120, the fifth transmission gear 232, the first gear 231, the intermediate shaft 130, the ninth transmission gear 261, the tenth transmission gear 262, the differential 263, and the drive half-shaft 264.

[0113] In single-motor pure electric second-gear mode, the power transmission route of drive system 10 is as follows: Figure 7 As indicated by the arrow. Combined Figure 7 As shown in Table 1, in the single-motor pure electric second-gear mode, both the first clutch 311 and the second clutch 312 are disengaged, and the synchronizer engages with the second gear 241. Neither the engine 20 nor the first motor 31 operates. The second motor 32 drives the wheels 40 sequentially through the second input shaft 120, the sixth transmission gear 242, the second gear 241, the intermediate shaft 130, the ninth transmission gear 261, the tenth transmission gear 262, the differential 263, and the drive half-shaft 264.

[0114] 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 311 and the second clutch 312 are disengaged, and the synchronizer engages with the first gear 231. The first motor 31 starts the engine 20. After starting, the engine 20 drives the first input shaft 110 to rotate. The power from the first input shaft 110 drives the first motor 31 to generate electricity through the 7th transmission gear 251 and the 8th transmission gear 252, which serves as the power source for the second motor 32. The remaining energy generated is used to charge the power battery. The second motor 32 drives the wheels 40 through the second input shaft 120, the 5th transmission gear 232, the first gear 231, the intermediate shaft 130, the 9th transmission gear 261, the 10th transmission gear 262, the differential 263, and the drive half-shaft 264.

[0115] 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 9As shown in Table 1, in the series two-speed mode, both the first clutch 311 and the second clutch 312 are disengaged, and the synchronizer engages with the second gear 241. The first motor 31 starts the engine 20. After starting, the engine 20 drives the first input shaft 110 to rotate. The power from the first input shaft 110 drives the first motor 31 to generate electricity through the 7th transmission gear 251 and the 8th transmission gear 252, which serves as the power source for the second motor 32. The remaining energy generated is used to charge the power battery. The second motor 32 drives the wheels 40 through the second input shaft 120, the 6th transmission gear 242, the second gear 241, the intermediate shaft 130, the 9th transmission gear 261, the 10th transmission gear 262, the differential 263, and the drive half-shaft 264.

[0116] In engine direct drive first gear mode, the power transmission route of drive system 10 is as follows: Figure 10 As indicated by the arrow. Combined Figure 10 As shown in Table 1, in the engine direct drive first gear mode, the first clutch 311 is engaged, while the second clutch 312 and the synchronizer are disengaged. The second motor 32 is not working, and all the power of the engine 20 is used to drive the wheels 40, or part of the power is used to drive the wheels 40 and part of the power is used to drive the first motor 31 to generate electricity, depending on the situation. When the engine 20 is used for driving, the first input shaft 110 drives the wheels 40 sequentially through the first clutch 311, the first drive shaft 211, the first drive gear 212, the second drive gear 213, the intermediate shaft 130, the ninth drive gear 261, the tenth drive gear 262, the differential 263, and the drive half shaft 264. When the engine 20 is used for generating electricity, the power of the first input shaft 110 drives the first motor 31 to generate electricity sequentially through the seventh drive gear 251 and the eighth drive gear 252 to charge the power battery.

[0117] In engine direct drive 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 the engine direct drive second gear mode, the first clutch 311 disengages, the second clutch 312 engages, and the synchronizer disengages. The second motor 32 does not operate, and all the power of the engine 20 is used to drive the wheels 40, or part of the power is used to drive the wheels 40 and part of the power is used to drive the first motor 31 to generate electricity, depending on the situation. When the engine 20 is used for driving, the first input shaft 110 drives the wheels 40 sequentially through the second clutch 312, the second transmission shaft 221, the third transmission gear 222, the fourth transmission gear 223, the intermediate shaft 130, the ninth transmission gear 261, the tenth transmission gear 262, the differential 263, and the drive half shaft 264. When the engine 20 is used for generating electricity, the power of the first input shaft 110 drives the first motor 31 to generate electricity sequentially through the seventh transmission gear 251 and the eighth transmission gear 252 to charge the power battery.

[0118] In parallel first gear mode, the power transmission route of drive system 10 is as follows: Figure 12 As indicated by the arrow. Combined Figure 12 As shown in Table 1, in parallel first gear mode, the first clutch 311 engages, the second clutch 312 disengages, and the synchronizer engages with the first gear 231. All the power from the engine 20 is used to drive the wheels 40, or part of the power is used to drive the wheels 40 and part of the power is used to drive the first motor 31 to generate electricity, depending on the situation. When the engine 20 is used to generate electricity, the power from the first input shaft 110 sequentially drives the first motor 31 to generate electricity through the 7th transmission gear 251 and the 8th transmission gear 252, thereby charging the power battery.

[0119] When the engine 20 is used for driving, the first input shaft 110 drives the wheels 40 sequentially through the first clutch 311, the first transmission shaft 211, the first transmission gear 212, the second transmission gear 213, the intermediate shaft 130, the ninth transmission gear 261, the tenth transmission gear 262, the differential 263, and the drive half-shaft 264. Simultaneously, the second motor 32 drives the wheels 40 sequentially through the second input shaft 120, the fifth transmission gear 232, the first gear 231, the intermediate shaft 130, the ninth transmission gear 261, the tenth transmission gear 262, the differential 263, and the drive half-shaft 264.

[0120] In parallel second gear mode, the power transmission route of drive system 10 is as follows: Figure 13 As indicated by the arrow. Combined Figure 13 As shown in Table 1, in parallel first gear mode, the first clutch 311 engages, the second clutch 312 disengages, and the synchronizer engages with the second gear 241. All the power from the engine 20 is used to drive the wheels 40, or part of the power is used to drive the wheels 40 and part of the power is used to drive the first motor 31 to generate electricity, depending on the situation. When the engine 20 is used to generate electricity, the power from the first input shaft 110 sequentially drives the first motor 31 to generate electricity through the 7th transmission gear 251 and the 8th transmission gear 252, thereby charging the power battery.

[0121] When the engine 20 is used for driving, the first input shaft 110 drives the wheels 40 sequentially through the first clutch 311, the first transmission shaft 211, the first transmission gear 212, the second transmission gear 213, the intermediate shaft 130, the ninth transmission gear 261, the tenth transmission gear 262, the differential 263, and the drive half-shaft 264. Simultaneously, the second motor 32 drives the wheels 40 sequentially through the second input shaft 120, the sixth transmission gear 242, the second gear 241, the intermediate shaft 130, the ninth transmission gear 261, the tenth transmission gear 262, the differential 263, and the drive half-shaft 264.

[0122] In parallel third-gear mode, the power transmission route of drive system 10 is as follows: Figure 14 As indicated by the arrow. Combined Figure 14 As shown in Table 1, in parallel three-speed mode, the first clutch 311 disengages, the second clutch 312 engages, and the synchronizer engages with the first gear 231. All the power from the engine 20 is used to drive the wheels 40, or a portion of the power is used to drive the wheels 40 and a portion is used to drive the first motor 31 to generate electricity, depending on the situation. When the engine 20 is used to generate electricity, the power from the first input shaft 110 sequentially drives the first motor 31 to generate electricity through the 7th transmission gear 251 and the 8th transmission gear 252, thus charging the power battery.

[0123] When the engine 20 is used for driving, the first input shaft 110 drives the wheels 40 sequentially through the second clutch 312, the second transmission shaft 221, the third transmission gear 222, the fourth transmission gear 223, the intermediate shaft 130, the ninth transmission gear 261, the tenth transmission gear 262, the differential 263, and the drive half-shaft 264. Simultaneously, the second motor 32 drives the wheels 40 sequentially through the second input shaft 120, the fifth transmission gear 232, the first gear 231, the intermediate shaft 130, the ninth transmission gear 261, the tenth transmission gear 262, the differential 263, and the drive half-shaft 264.

[0124] In parallel fourth gear mode, the power transmission route of drive system 10 is as follows: Figure 15 As indicated by the arrow. Combined Figure 15 As shown in Table 1, in parallel four-speed mode, the first clutch 311 engages, the second clutch 312 disengages, and the synchronizer engages with the second gear 241. All the power from the engine 20 is used to drive the wheels 40, or a portion of the power is used to drive the wheels 40 and a portion is used to drive the first motor 31 to generate electricity, depending on the situation. When the engine 20 is used to generate electricity, the power from the first input shaft 110 sequentially drives the first motor 31 to generate electricity via the 7th transmission gear 251 and the 8th transmission gear 252, thus charging the power battery.

[0125] When the engine 20 is used for driving, the first input shaft 110 drives the wheels 40 sequentially through the second clutch 312, the second transmission shaft 221, the third transmission gear 222, the fourth transmission gear 223, the intermediate shaft 130, the ninth transmission gear 261, the tenth transmission gear 262, the differential 263, and the drive half-shaft 264. Simultaneously, the second motor 32 drives the wheels 40 sequentially through the second input shaft 120, the sixth transmission gear 242, the second gear 241, the intermediate shaft 130, the ninth transmission gear 261, the tenth transmission gear 262, the differential 263, and the drive half-shaft 264.

[0126] 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 direct drive first gear mode, engine direct drive second gear mode, parallel first gear mode, parallel second gear mode, parallel third gear mode or parallel fourth 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.

[0127] The second input shaft 120 is connected to the sixth transmission assembly 260 via a synchronizer, or via one of the first gear 231 and the second gear 241. The first input shaft 110 is connected to the sixth transmission assembly 260 via a synchronizer, or via one of the first transmission assembly 210 and the second transmission assembly 220. This enables multi-gear switching, providing a wider range of speed ratio selection. The engine 20 and the electric motor can operate in the high-efficiency range for extended periods, thereby improving the vehicle's power and economy.

[0128] Example 5

[0129] This embodiment provides a vehicle, see [link / reference] Figure 16 As shown, the automobile includes the drive system 10 disclosed in Embodiments 1 to 3.

[0130] 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 264.

[0131] 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. A first transmission assembly 210 and a second transmission assembly 220 are both connected to the first input shaft 110 via a first gear shifting assembly 310. A first gear 231 and a second gear 241 are both connected to a second input shaft 120. A synchronizer controls the second input shaft 120 to be loosely connected to a sixth transmission assembly 260, or connected to the sixth transmission assembly 260 via one of the first gear 231 and the second gear 241. By controlling the first gear shifting assembly 310 and the synchronizer, multi-gear shifting can be achieved to provide 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 entire vehicle.

[0132] The terms "first," "second," etc., 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. Therefore, a feature defined with "first," "second," etc., 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.

[0133] 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.

[0134] 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.

[0135] 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: 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 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 or the intermediate 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 is a dual-clutch or back-to-back clutch, and the second gear shifting component is a synchronizer.

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

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

5. The drive system according to claim 1, characterized in that, The second gear shifting component is disposed on the intermediate shaft; The third transmission assembly includes a first gear and a fifth transmission gear. The first gear is loosely fitted on the intermediate shaft, and the fifth transmission gear is disposed on the second input shaft. The first gear and the fifth transmission gear mesh, and the first gear is connected to the intermediate shaft through the second gear shifting assembly. The fourth transmission assembly includes a second gear and a sixth transmission gear. The second gear is loosely fitted on the intermediate shaft, and the sixth transmission gear is disposed on the second input shaft. The second gear and the sixth transmission gear mesh, and the second gear is connected to the intermediate shaft through the second gear shifting assembly.

6. The drive system according to claim 1, characterized in that, The second gear shifting component is located on the second input axis; The third transmission assembly includes a first gear, which is loosely fitted on the second input shaft. The first gear is connected to the second input shaft through the second gear shifting assembly. The first gear is connected to the intermediate shaft through the first transmission assembly. Alternatively, the third transmission assembly may also include a fifth transmission gear, which is disposed on the intermediate shaft. The first gear and the fifth transmission gear mesh. The fourth transmission assembly includes a second gear, which is loosely fitted on the second input shaft. The second gear is connected to the second input shaft via the second gear shifting assembly and is connected to the intermediate shaft via the second transmission assembly. Alternatively, the fourth transmission assembly may also include a sixth transmission gear, which is disposed on the intermediate shaft, and the second gear and the sixth transmission gear mesh.

7. 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.

8. The drive system according to claim 1 or 7, 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 shaft where the second power source is located. The seventh transmission gear and the eighth transmission gear mesh.

9. The drive system according to claim 1 or 7, characterized in that, The drive system further includes a sixth 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.

10. A car, characterized in that, include: The drive system as described in any one of claims 1 to 8; The wheels are connected to the drive system.

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