Driving system and vehicle

Abstract

The utility model provides a driving system and a vehicle, the driving system comprises an engine, a first motor and a second motor, the first motor, a second input shaft, a first input shaft and the engine are coaxially arranged, so that the arrangement of a first output shaft and a second output shaft is facilitated, and the structure of the driving system is more compact. The first input shaft, the first output shaft and the second output shaft are all provided with control mechanisms used for controlling power on and off, so that the driving system can be switched among multiple different working modes to adapt to different driving road conditions, the performance requirements of the engine, the first motor and the second motor are reduced, and the cost is low; and meanwhile, the engine, the first motor and the second motor can work in a high-efficiency interval, and the excellent fuel economic performance is achieved.

Description

Technical Field

[0001] This utility model relates to the field of vehicles, and mainly to a drive system and a vehicle. Background Technology

[0002] Currently, hybrid electric vehicle drive systems mainly include three basic forms: series, parallel, and series-parallel (including series-parallel and power-split types). In the series configuration, there is no mechanical connection between the engine and the output shaft, allowing for optimal speed / torque control. However, all energy must undergo two conversions between mechanical and electrical power before being transferred to the output shaft, resulting in significant energy loss. Parallel transmissions are highly efficient, but the mechanical connection between the engine and the output shaft cannot guarantee that the engine will always operate within its optimal range, typically used for medium to high speeds. Series-parallel hybrid systems combine the advantages of both series and parallel configurations, achieving both optimized engine control and efficient control at medium to high speeds. However, existing series-parallel hybrid drive systems involve numerous components, have complex structures, are costly, and often present space constraints, resulting in low cost-effectiveness. Utility Model Content

[0003] In view of the shortcomings of the prior art, the purpose of this utility model is to provide a drive system and vehicle that makes the drive system compact and can switch between multiple different working modes to adapt to different driving conditions and improve the vehicle's economic performance.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A drive system includes: an engine and a first motor; a first input shaft connected to the engine, the first input shaft being provided with a first control mechanism, a first drive wheel, and a second drive wheel, the first control mechanism being capable of controlling the power supply between the first drive wheel and the first input shaft, or the first control mechanism being capable of controlling the power supply between the second drive wheel and the first input shaft; a second input shaft connected to the first motor, the second input shaft being coaxially arranged with the first input shaft and located at the end of the first input shaft away from the engine; and a first output shaft drivingly connected to the first input shaft, the first output shaft being provided with a second control mechanism, a first driven wheel, and a second driven wheel, the second control mechanism being capable of controlling the power supply between the first driven wheel and the first output shaft. The system includes a power supply switch, or a second control mechanism that can control the power supply switch between the second driven wheel and the first output shaft. The first driven wheel is driven by the first driving wheel, and the second driven wheel is driven by the second input shaft. A second motor is driven by the first output shaft. A second output shaft is driven by the first driving wheel and the second driving wheel. The second output shaft is equipped with a third control mechanism, a third driven wheel, and a fourth driven wheel. The third control mechanism can control the power supply switch between the second output shaft and the third driven wheel, or the third control mechanism can control the power supply switch between the fourth driven wheel and the second output shaft. Both the third and fourth driven wheels are driven by the second input shaft. A differential is driven by the second output shaft.

[0006] In some embodiments of this application, the second input shaft is sleeved on the first input shaft, and the second input shaft and the first input shaft are rotatable relative to each other.

[0007] In some embodiments of this application, the second input shaft is provided with a first gear and a second gear, the first gear meshes with the third driven wheel and the second driven wheel, and the first gear, the third driven wheel and the second driven wheel are coplanar, and the second gear meshes with the fourth driven wheel.

[0008] In some embodiments of this application, a third gear is provided on the first input shaft, a fourth gear is provided on the first output shaft, the fourth gear meshes with the third gear, a fifth gear is provided on the output shaft of the second motor, the fifth gear is connected to the fourth gear in a transmission manner, and the third gear, the fourth gear and the fifth gear are coplanar.

[0009] In some embodiments of this application, an idler gear is provided between the fifth gear and the fourth gear, the idler gear meshes with the fourth gear and the fifth gear, and the diameter of the idler gear is larger than the diameter of the fifth gear and smaller than the diameter of the fourth gear; the third gear, the fourth gear, the idler gear and the fifth gear are coplanar.

[0010] In some embodiments of this application, the second output shaft is provided with a sixth gear and a seventh gear. The sixth gear meshes with the first driving wheel, and the sixth gear, the first driving wheel, and the first driven wheel are coplanar. The seventh gear meshes with the second driving wheel, and the seventh gear and the second driving wheel are coplanar.

[0011] In some embodiments of this application, the first drive wheel and the second drive wheel are spaced apart, and the first control mechanism is disposed between the first drive wheel and the second drive wheel; the seventh gear and the sixth gear are spaced apart, and an eighth gear is disposed between the seventh gear and the sixth gear, and the eighth gear is connected to the differential.

[0012] In some embodiments of this application, the first control mechanism, the second control mechanism, and the third control mechanism are synchronizers or dual clutches.

[0013] In some embodiments of this application, the drive system further includes a clutch connecting the engine and the first input shaft to control the coupling or disengagement between the engine and the first input shaft.

[0014] A vehicle includes: a body; a drive system mounted on the body; and wheels that are drive-connected to the differential of the drive system.

[0015] Beneficial effects: The drive system of this application includes an engine, a first motor, and a second motor. The first motor, the second input shaft, and the first input shaft are coaxially arranged with the engine, which facilitates the arrangement of the first and second output shafts and makes the drive system structure more compact. Furthermore, control mechanisms for controlling power on / off are provided on the first input shaft, the first output shaft, and the second output shaft, allowing the drive system to switch between various operating modes to adapt to different driving conditions. Moreover, while ensuring integrated performance is met, the performance requirements of the engine, the first motor, and the second motor are reduced, resulting in lower costs. Simultaneously, it allows the engine, the first motor, and the second motor to operate in their high-efficiency range, exhibiting excellent fuel economy.

[0016] A vehicle includes a body, wheels, and the aforementioned drive system. The drive system is mounted on the body, and the wheels are connected to the wheels of the drive system. The drive system can switch between multiple different operating modes to adapt to different driving conditions. Moreover, it reduces the performance requirements of the engine, the first motor, and the second motor while ensuring that the integrated performance is met, resulting in lower costs. At the same time, it also enables the engine, the first motor, and the second motor to operate in the high-efficiency range, resulting in excellent fuel economy. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of a drive system according to an embodiment of this application.

[0018] Explanation of main component symbols: 100-Drive system; 1-First motor; 2-Second gear; 3-Second input shaft; 4-First gear; 5-Second driving wheel; 6-First control mechanism; 7-Second driven wheel; 8-Second control mechanism; 9-First driven wheel; 10-Idler gear; 11-Fifth gear; 12-Second motor; 13-Fourth gear; 14-First output shaft; 15-Third gear; 16-Engine; 17-Clutch; 18-First input shaft; 19-First driving wheel; 20-Second output shaft; 21-Sixth gear; 22-Eighth gear; 23-Differential; 24-Seventh gear; 25-Third driven wheel; 26-Third control mechanism; 27-Fourth driven wheel. Detailed Implementation

[0019] This utility model provides a drive system and a vehicle. To make the purpose, technical solution, and effects of this utility model clearer and more explicit, the following describes this utility model in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit the scope of protection of this utility model.

[0020] In the description of this utility model, it should be understood that the terms "upper", "lower", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0021] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows for communication; 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 utility model according to the specific circumstances.

[0022] See Figure 1 A vehicle includes a body, a drive system 100, and wheels. The drive system 100 is fixed to the body, and the wheels are connected to the differential 23 of the drive system 100. Therefore, the vehicle can be controlled by controlling the drive system 100.

[0023] The drive system 100 includes an engine 16, a first input shaft 18, a first motor 1, a first output shaft 14, a second motor 12, a second output shaft 20, and a differential 23. One end of the first input shaft 18 is connected to the engine 16, enabling the engine 16 to drive the first input shaft 18 to rotate.

[0024] The first input shaft 18 is equipped with a first control mechanism 6, a first drive wheel 19, and a second drive wheel 5. The first drive wheel 19 and the second drive wheel 5 are rotatably connected to the first input shaft 18. The first control mechanism 6 is connected to the first input shaft 18 and located between the first drive wheel 19 and the second drive wheel 5. The first control mechanism 6 can be engaged with either the first drive wheel 19 or the second drive wheel 5, or both can be disengaged. The first control mechanism 6 can control the power supply between the first drive wheel 19 and the first input shaft 18, as well as the power supply between the second drive wheel 5 and the first input shaft 18.

[0025] The second input shaft 3 is connected to the output end of the first motor 1. The second input shaft 3 is coaxially arranged with the first input shaft 18 and is located at the end of the first input shaft 18 away from the engine 16. Therefore, the first motor 1, the second input shaft 3, the first input shaft 18 and the engine 16 are coaxially arranged, which makes the structure compact and reduces the size of the drive system 100 in the lateral direction. The lateral direction refers to the direction perpendicular to the axis of the first input shaft 18, and the longitudinal direction refers to the direction parallel to the axis of the first input shaft 18.

[0026] The first output shaft 14 is arranged parallel to and driven by the first input shaft 18. The first output shaft 14 is equipped with a second control mechanism 8, a first driven wheel 9, and a second driven wheel 7. The first driven wheel 9 and the second driven wheel 7 are rotatably connected to the first output shaft 14. The second control mechanism 8 is connected to the first output shaft 14 and is positioned between the first driven wheel 9 and the second driven wheel 7. The second control mechanism 8 can be engaged with either the first driven wheel 9 or the second driven wheel 7, or both can be disengaged. The second control mechanism 8 can control the power supply between the first driven wheel 9 and the first output shaft 14, as well as the power supply between the second driven wheel 7 and the first output shaft 14.

[0027] The first driven wheel 9 is connected to the first driving wheel 19, enabling power to be transmitted between them. Similarly, the second driven wheel 7 is connected to the second input shaft 3, enabling power to be transmitted between them.

[0028] The second output shaft 20 is arranged parallel to the first input shaft 18 and the first output shaft 14, and is connected to the first drive wheel 19 and the second drive wheel 5 for transmission, so that power can be transmitted from the first drive wheel 19 to the second output shaft 20, and also from the second drive wheel 5 to the second output shaft 20.

[0029] The second output shaft 20 is equipped with a third control mechanism 26, a third driven wheel 25, and a fourth driven wheel 27. Both the third driven wheel 25 and the fourth driven wheel 27 are rotatably connected to the second output shaft 20. The third control mechanism 26 is connected to the second output shaft 20 and is positioned between the third driven wheel 25 and the fourth driven wheel 27. The third control mechanism 26 can control the power supply between the second output shaft 20 and the third driven wheel 25, as well as between the fourth driven wheel 27 and the second output shaft 20. Power transmission between the third driven wheel 25 and the second output shaft 20 is achieved by controlling the third control mechanism 26 in conjunction with the third driven wheel 25, or power transmission between the fourth driven wheel 27 and the second output shaft 20 by controlling the third control mechanism 26 in conjunction with the fourth driven wheel 27.

[0030] Both the third driven wheel 25 and the fourth driven wheel 27 are drive-connected to the second input shaft 3, allowing the power from the second input shaft 3 to be transmitted to the second output shaft 20 via the third driven wheel 25 or via the fourth driven wheel 27. The differential 23 is drive-connected to the second output shaft 20, thereby enabling power output.

[0031] The second motor 12 is connected to the first output shaft 14, so that the power of the second motor 12 can be transmitted to the first output shaft 14, and the power of the first output shaft 14 can also be transmitted to the second motor 12.

[0032] In the aforementioned drive system 100, the power transmission path is switched by controlling the first control mechanism 6, the second control mechanism 8, and the third control mechanism 26, forming multiple different working modes. This allows the drive system 100 to accommodate different vehicle speed ranges, ensuring that the engine 16, the first motor 1, and the second motor 12 are in optimal working condition, reducing energy consumption, improving economy, and lowering the individual performance requirements of the engine and motor, resulting in lower costs. Furthermore, the vehicle speed changes are relatively smooth when the drive system 100 switches between different working modes, improving comfort.

[0033] The first control mechanism 6, the second control mechanism 8, and the third control mechanism 26 are synchronizers or dual clutches 17. In this application, the first control mechanism 6, the second control mechanism 8, and the third control mechanism 26 are preferably synchronizers.

[0034] The second input shaft 3 is coaxially arranged with the first input shaft 18, so that the second input shaft 3 and the first input shaft 18 are on the same axis, reducing the number of shafts in the drive system 100. It also facilitates the gear arrangement between the first input shaft 18, the first output shaft 14, and the second output shaft 20, as well as the gear arrangement between the second input shaft 3, the first output shaft 14, and the second output shaft 20, thereby making the structure more compact and reducing the size of the drive system 100.

[0035] Specifically, the second input shaft 3 is a hollow shaft, sleeved at one end of the first input shaft 18, thereby reducing the axial dimension of the drive system 100 at the first input shaft 18 and the second input shaft 3, and thus reducing the lateral dimension of the drive system 100. The second input shaft 3 is rotatably connected to the first input shaft 18, facilitating the connection between the second input shaft 3 and the first input shaft 18 and the housing of the drive system 100. Furthermore, the sleeve of the second input shaft 3 and the first input shaft 18 together helps maintain the stability of the second input shaft 3 and the first input shaft 18 during movement, and also reduces the longitudinal dimension of the drive system 100.

[0036] In some embodiments of this application, the drive system 100 further includes a clutch 17, which connects to the engine 16 and the first input shaft 18, and controls the power supply between the engine 16 and the first input shaft 18. When the engine 16 is not required to output power, the clutch 17 controls the disconnection of power between the engine 16 and the first input shaft 18, so that the drive system 100 does not need to drag the shaft of the engine 16 to rotate, thereby reducing energy consumption and improving the economy of the drive system 100.

[0037] It should be noted that the engine 16 and the first input shaft 18 can also be directly connected, thus eliminating the need for a clutch 17. In embodiments without a clutch 17, when the engine 16 is not required to operate, it can idle, allowing the first motor 1 and the second motor 12 to output power to drive the wheels and move the vehicle.

[0038] exist Figure 1 In the illustrated embodiment, clutch 17 is connected to the output shaft of engine 16, and the output end of clutch 17 is connected to one end of the first input shaft 18, enabling clutch 17 to control the coupling or disengagement between engine 16 and the first input shaft 18. When clutch 17 is engaged, power from engine 16 can be transmitted to the first output shaft 14. Conversely, when clutch 17 is disengaged, power from engine 16 cannot be transmitted to the first output shaft 14.

[0039] Therefore, by coordinating the operation of engine 16, first motor 1, and second motor 12, and by controlling first control mechanism 6, second control mechanism 8, third control mechanism 26, and clutch 17, the drive system 100 can operate in multiple modes. Furthermore, the switching between these modes is achieved through first control mechanism 6, second control mechanism 8, third control mechanism 26, and clutch 17. This ensures that integrated performance is met while reducing the performance requirements of engine 16, first motor 1, and second motor 12, resulting in lower costs. Simultaneously, it allows engine 16, first motor 1, and second motor 12 to operate within their high-efficiency range, achieving excellent fuel economy. Moreover, by coordinating the opening and closing of clutch 17 and the motor speed and torque, seamless switching between different operating modes is achieved, resulting in superior driving comfort.

[0040] A third gear 15 is mounted on the first input shaft 18 and is fixedly connected to it. A fourth gear 13 is mounted on the first output shaft 14 and is fixedly connected to it. The fourth gear 13 meshes with the third gear 15, allowing power to be transmitted between the first input shaft 18 and the first output shaft 14 via the third gear 15 and the fourth gear 13. A fifth gear 11 is fixedly mounted on the output shaft of the second motor 12 and is driven by the fourth gear 13, allowing power from the second motor 12 to be transmitted to the first output shaft 14 via the fifth gear 11 and the fourth gear 13, or to the first input shaft 18 via the fifth gear 11, the fourth gear 13, and the third gear 15. Furthermore, the third gear 15, the fourth gear 13, and the fifth gear 11 are coplanar, resulting in a more compact structure and a smaller longitudinal dimension of the drive system 100.

[0041] Furthermore, an idler gear 10 is provided between the fifth gear 11 and the fourth gear 13. The idler gear 10 meshes with both the fourth gear 13 and the fifth gear 11. The diameter of the idler gear 10 is larger than the diameter of the fifth gear 11 but smaller than the diameter of the fourth gear 13. When the fourth gear 13 and the fifth gear 11 form the same transmission ratio, the idler gear 10 reduces the transmission ratio range between the fourth gear 13 and the idler gear 10, and between the idler gear 10 and the fifth gear 11, thus making the fifth gear 11 less prone to damage. The third gear 15, the fourth gear 13, the idler gear 10, and the fifth gear 11 are coplanar, resulting in a more compact structure and a smaller longitudinal dimension of the drive system 100.

[0042] The diameter of the third gear 15 is larger than that of the fifth gear 11, which allows the engine 16 to drive the second motor 12 to generate electricity while increasing speed and reducing torque, thereby reducing the size of the second motor 12. When the second motor 12 is used for driving, a speed-reducing and torque-increasing relationship is formed between the fifth gear 11 and the fourth gear 13, and between the fifth gear 11 and the third gear 15, resulting in greater power output.

[0043] A sixth gear 21 is provided on the second output shaft 20. The sixth gear 21 is fixedly connected to the second output shaft 20 and meshes with the first driving wheel 19, so that the first driving wheel 19 can drive the second output shaft 20 to rotate through the sixth gear 21, and the first driven wheel 9 can drive the second output shaft 20 to rotate through the first driving wheel 19 and the sixth gear 21. The sixth gear 21, the first driving wheel 19, and the first driven wheel 9 are coplanar, making the structure more compact and the longitudinal dimension of the drive system 100 smaller.

[0044] The first drive wheel 19 and the second drive wheel 5 are spaced apart, creating a space between them for mounting the first control mechanism 6. A seventh gear 24 is fixedly mounted on the second output shaft 20, meshing with the second drive wheel 5 to transmit power between them. The seventh gear 24 and the sixth gear 21 are spaced apart, with the sixth gear 21 corresponding to the position of the first drive wheel 19 and the seventh gear 24 corresponding to the position of the second drive wheel 5. An eighth gear 22 is located between the seventh gear 24 and the sixth gear 21, fixedly connected to the second output shaft 20 and connected to the differential 23. The spaced arrangement of the seventh gear 24 and the sixth gear 21, along with the distance between them allowing for the mounting of the eighth gear 22, results in a more compact structure. Figure 1In the illustrated embodiment, the eighth gear 22, the differential 23, and the first control mechanism 6 are coplanar, thereby reducing the axial dimension of the drive system 100. The second control mechanism 8 at least partially overlaps with the first control mechanism 6 and the second drive wheel 5, thereby reducing the axial dimension of the drive system 100.

[0045] A first gear 4 and a second gear 2 are fixedly mounted on the second input shaft 3. The first gear 4 meshes with the third driven wheel 25 and the second driven wheel 7, enabling the first motor 1 to drive the second driven wheel 7 and the third driven wheel 25 to rotate via the first gear 4. The second driven wheel 7 can also drive the third driven wheel 25 to rotate via the first gear 4. The second gear 2 meshes with the fourth driven wheel 27, enabling the first motor 1 to drive the fourth driven wheel 27 to rotate via the second gear 2.

[0046] Among them, the first gear 4, the third driven wheel 25 and the second driven wheel 7 are coplanar, which reduces the axial dimension of the drive system 100 and makes the structure more compact.

[0047] In the above, by controlling the engine 16, the first motor 1, the second motor 12, the clutch 17, the first control mechanism 6, the second control mechanism 8, and the third control mechanism 26, five engine direct drive modes, 19 pure electric modes, 21 parallel modes, two range-extending modes, 15 regenerative braking modes, and at least one parking power generation mode are achieved.

[0048] For example, when the drive system 100 is in engine direct drive mode 1, the clutch 17 is engaged, the first control mechanism 6 is engaged with the first drive wheel 19, and the engine 16 is working, so that the power output by the engine 16 is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the first control mechanism 6, the first drive wheel 19, the sixth gear 21, the second output shaft 20 and the eighth gear 22.

[0049] When the drive system 100 is in engine direct drive mode 2, the clutch 17 is engaged, the first control mechanism 6 is engaged with the second drive wheel 5, and the engine 16 is working. This causes the power output by the engine 16 to be transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the first control mechanism 6, the second drive wheel 5, the seventh gear 24, the second output shaft 20, and the eighth gear 22.

[0050] When the drive system 100 is in engine direct drive mode 3, the clutch 17 is engaged, the second control mechanism 8 is engaged with the first driven wheel 9, and the engine 16 is working. This causes the power output by the engine 16 to be transmitted sequentially through the clutch 17, the first input shaft 18, the third gear 15, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the first driven wheel 9, the first driving wheel 19, the sixth gear 21, the second output shaft 20, and the eighth gear 22 to the differential 23.

[0051] When the drive system 100 is in engine direct drive mode 4, the clutch 17 is engaged, the second control mechanism 8 is engaged with the second driven wheel 7, the third control mechanism 26 is engaged with the third driven wheel 25, and the engine 16 is working. This causes the power output by the engine 16 to be transmitted sequentially through the clutch 17, the first input shaft 18, the third gear 15, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the second driven wheel 7, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22 to the differential 23.

[0052] When the drive system 100 is in engine direct drive mode 5, the clutch 17 is engaged, the second control mechanism 8 is engaged with the second driven wheel 7, the third control mechanism 26 is engaged with the fourth driven wheel 27, and the engine 16 is working. This causes the power output by the engine 16 to be transmitted sequentially through the clutch 17, the first input shaft 18, the third gear 15, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the second driven wheel 7, the first gear 4, the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22 to the differential 23.

[0053] In the engine direct drive mode, when the drive system 100 is in engine direct drive mode, the power output by the engine 16 acts directly on the wheel ends (wheels) without the need for electrical power conversion, resulting in high efficiency. Furthermore, in the five engine direct drive modes mentioned above, each mode has a different power transmission ratio, forming five engine direct drive mode gears for the drive system 100. This allows for a wide range of vehicle speeds, ensuring that the engine 16 operates within its optimal range, thereby improving the engine 16's efficiency and economic efficiency.

[0054] When the drive system 100 is in pure electric mode 1, the third control mechanism 26 engages with the third driven wheel 25, the first motor 1 operates, and the power output by the first motor 1 is transmitted to the differential 23 through the second input shaft 3, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22 in sequence.

[0055] When the drive system 100 is in pure electric mode 2, the third control mechanism 26 engages with the fourth driven wheel 27, the first motor 1 operates, and the power output by the first motor 1 is transmitted to the differential 23 through the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22 in sequence.

[0056] When the drive system 100 is in pure electric mode 3, the second control mechanism 8 engages with the second driven wheel 7, the first control mechanism 6 engages with the first driving wheel 19, the first motor 1 operates, and the power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the first gear 4, the second driven wheel 7, the second control mechanism 8, the first output shaft 14, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the first driving wheel 19, the sixth gear 21, the second output shaft 20, and the eighth gear 22.

[0057] When the drive system 100 is in pure electric mode 4, the second control mechanism 8 engages with the second driven wheel 7, the first control mechanism 6 engages with the second driving wheel 5, the first motor 1 operates, and the power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the first gear 4, the second driven wheel 7, the second control mechanism 8, the first output shaft 14, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the second driving wheel 5, the seventh gear 24, the second output shaft 20, and the eighth gear 22.

[0058] When the drive system 100 is in pure electric mode 5, the first control mechanism 6 engages with the first drive wheel 19, the second motor 12 operates, and the power output by the second motor 12 is transmitted to the differential 23 through the fifth gear 11, idler gear 10, fourth gear 13, third gear 15, first input shaft 18, first control mechanism 6, first drive wheel 19, sixth gear 21, second output shaft 20 and eighth gear 22 in sequence.

[0059] When the drive system 100 is in pure electric mode 6, the first control mechanism 6 engages with the second drive wheel 5, the second motor 12 works, and the power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, idler gear 10, fourth gear 13, third gear 15, first input shaft 18, first control mechanism 6, second drive wheel 5, seventh gear 24, second output shaft 20 and eighth gear 22.

[0060] When the drive system 100 is in pure electric mode 7, the second control mechanism 8 engages with the first driven wheel 9, the second motor 12 operates, and the power output by the second motor 12 is transmitted to the differential 23 through the fifth gear 11, idler gear 10, fourth gear 13, first output shaft 14, second control mechanism 8, first driven wheel 9, first driving wheel 19, sixth gear 21, second output shaft 20 and eighth gear 22 in sequence.

[0061] When the drive system 100 is in pure electric mode 8, the second control mechanism 8 engages with the second driven wheel 7, the third control mechanism 26 engages with the third driven wheel 25, the second motor 12 operates, and the power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, idler gear 10, fourth gear 13, first output shaft 14, second control mechanism 8, second driven wheel 7, first gear 4, third driven wheel 25, third control mechanism 26, second output shaft 20 and eighth gear 22.

[0062] When the drive system 100 is in pure electric mode 9, the second control mechanism 8 engages with the second driven wheel 7, the third control mechanism 26 engages with the fourth driven wheel 27, the second motor 12 operates, and the power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, idler gear 10, fourth gear 13, first output shaft 14, second control mechanism 8, second driven wheel 7, first gear 4, second input shaft 3, fourth driven wheel 27, third control mechanism 26, second output shaft 20 and eighth gear 22.

[0063] When the drive system 100 is in pure electric mode 10, the third control mechanism 26 engages with the third driven wheel 25, the first control mechanism 6 engages with the first driving wheel 19, the first motor 1 and the second motor 12 operate, and the power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20 and the eighth gear 22; the power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, the idler gear 10, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the first driving wheel 19, the sixth gear 21, the second output shaft 20 and the eighth gear 22.

[0064] When the drive system 100 is in pure electric mode 11, the third control mechanism 26 engages with the third driven wheel 25, the first control mechanism 6 engages with the second driving wheel 5, the first motor 1 and the second motor 12 operate, and the power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20 and the eighth gear 22; the power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, the idler gear 10, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the second driving wheel 5, the seventh gear 24, the second output shaft 20 and the eighth gear 22.

[0065] When the drive system 100 is in pure electric mode 12, the third control mechanism 26 engages with the third driven wheel 25, the second control mechanism 8 engages with the first driven wheel 9, the first motor 1 and the second motor 12 operate, and the power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20 and the eighth gear 22; the power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, the idler gear 10, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the first driven wheel 9, the first driving wheel 19, the sixth gear 21, the second output shaft 20 and the eighth gear 22.

[0066] When the drive system 100 is in pure electric mode 13, the third control mechanism 26 engages with the fourth driven wheel 27, the first control mechanism 6 engages with the first driving wheel 19, the first motor 1 and the second motor 12 operate, and the power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20 and the eighth gear 22; the power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, the idler gear 10, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the first driving wheel 19, the sixth gear 21, the second output shaft 20 and the eighth gear 22.

[0067] When the drive system 100 is in pure electric mode 14, the third control mechanism 26 engages with the fourth driven wheel 27, the first control mechanism 6 engages with the second driving wheel 5, the first motor 1 and the second motor 12 operate, and the power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20 and the eighth gear 22; the power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, the idler gear 10, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the second driving wheel 5, the seventh gear 24, the second output shaft 20 and the eighth gear 22.

[0068] When the drive system 100 is in pure electric mode 15, the third control mechanism 26 engages with the fourth driven wheel 27, the second control mechanism 8 engages with the first driven wheel 9, the first motor 1 and the second motor 12 operate, and the power output by the first motor 1 is transmitted to the differential 23 sequentially through the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20 and the eighth gear 22; the power output by the second motor 12 is transmitted to the differential 23 sequentially through the fifth gear 11, the idler gear 10, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the first driven wheel 9, the first driving wheel 19, the sixth gear 21, the second output shaft 20 and the eighth gear 22.

[0069] When the drive system 100 is in pure electric mode 16, the third control mechanism 26 engages with the third driven wheel 25, and the second control mechanism 8 engages with the second driven wheel 7. The first motor 1 and the second motor 12 operate. The power output by the first motor 1 is transmitted to the differential 23 sequentially through the second input shaft 3, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power output by the second motor 12 is transmitted to the differential 23 sequentially through the fifth gear 11, the idler gear 10, the fourth gear 13, the second output shaft 20, the second control mechanism 8, the second driven wheel 7, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22.

[0070] When the drive system 100 is in pure electric mode 17, the third control mechanism 26 engages with the fourth driven wheel 27, and the second control mechanism 8 engages with the second driven wheel 7. The first motor 1 and the second motor 12 operate. The power output by the first motor 1 is transmitted to the differential 23 sequentially through the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power output by the second motor 12 is transmitted to the differential 23 sequentially through the fifth gear 11, the idler gear 10, the fourth gear 13, the second output shaft 20, the second control mechanism 8, the second driven wheel 7, the first gear 4, the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22.

[0071] When the drive system 100 is in pure electric mode 18, the second control mechanism 8 engages with the second driven wheel 7, and the first control mechanism 6 engages with the first driving wheel 19. The first motor 1 and the second motor 12 operate. The power output by the first motor 1 is transmitted to the differential 23 sequentially through the second input shaft 3, the first gear 4, the second driven wheel 7, the second control mechanism 8, the first output shaft 14, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the first driving wheel 19, the sixth gear 21, the second output shaft 20, and the eighth gear 22. The power output by the second motor 12 is transmitted to the differential 23 sequentially through the fifth gear 11, the idler gear 10, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the first driving wheel 19, the sixth gear 21, the second output shaft 20, and the eighth gear 22.

[0072] When the drive system 100 is in pure electric mode 19, the second control mechanism 8 engages with the second driven wheel 7, and the first control mechanism 6 engages with the second driving wheel 5. The first motor 1 and the second motor 12 operate. The power output by the first motor 1 is transmitted to the differential 23 sequentially through the second input shaft 3, the first gear 4, the second driven wheel 7, the second control mechanism 8, the first output shaft 14, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the second driving wheel 5, the seventh gear 24, the second output shaft 20, and the eighth gear 22. The power output by the second motor 12 is transmitted to the differential 23 sequentially through the fifth gear 11, the idler gear 10, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the second driving wheel 5, the seventh gear 24, the second output shaft 20, and the eighth gear 22.

[0073] When the drive system 100 is in pure electric mode, it can switch to single-motor drive mode (pure electric mode 1-9) or dual-motor drive mode (pure electric mode 10-19) according to power demand, so that the vehicle speed coverage is wide. In other words, the combination of the first motor 1 and the second motor 12 makes the motor power cover all the power demand of the whole vehicle driving. Multiple pure electric working modes can keep the motor in the efficient operating range at all times, adapt to different road conditions, and the switching of working modes is smoother, improving the experience.

[0074] When the drive system 100 is in parallel mode 1, the clutch 17 is engaged, the first control mechanism 6 is engaged with the first drive wheel 19, and the third control mechanism 26 is engaged with the third driven wheel 25. The engine 16 and the first motor 1 are working. The power output by the generator is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the first control mechanism 6, the first drive wheel 19, the sixth gear 21, the second output shaft 20, and the eighth gear 22. The power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22.

[0075] When the drive system 100 is in parallel mode 2, the clutch 17 is engaged, the first control mechanism 6 is engaged with the first drive wheel 19, the third control mechanism 26 is engaged with the fourth driven wheel 27, the engine 16 and the first motor 1 are working, and the power output by the generator is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the first control mechanism 6, the first drive wheel 19, the sixth gear 21, the second output shaft 20 and the eighth gear 22; the power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20 and the eighth gear 22.

[0076] When the drive system 100 is in parallel mode 3, the clutch 17 is engaged, the first control mechanism 6 is engaged with the second drive wheel 5, and the third control mechanism 26 is engaged with the third driven wheel 25. The engine 16 and the first motor 1 are working. The power output by the generator is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the first control mechanism 6, the second drive wheel 5, the seventh gear 24, the second output shaft 20, and the eighth gear 22. The power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22.

[0077] When the drive system 100 is in parallel mode 4, the clutch 17 is engaged, the first control mechanism 6 is engaged with the second drive wheel 5, and the third control mechanism 26 is engaged with the fourth driven wheel 27. The engine 16 and the first motor 1 are working. The power output by the generator is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the first control mechanism 6, the second drive wheel 5, the seventh gear 24, the second output shaft 20, and the eighth gear 22. The power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22.

[0078] When the drive system 100 is in parallel mode 5, the clutch 17 is engaged, the second control mechanism 8 is engaged with the first driven wheel 9, and the third control mechanism 26 is engaged with the third driven wheel 25. The engine 16 and the first motor 1 are working. The power output by the engine 16 is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the third gear 15, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the first driven wheel 9, the first driving wheel 19, the sixth gear 21, the second output shaft 20, and the eighth gear 22. The power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22.

[0079] When the drive system 100 is in parallel mode 6, the clutch 17 is engaged, the second control mechanism 8 is engaged with the first driven wheel 9, and the third control mechanism 26 is engaged with the fourth driven wheel 27. The engine 16 and the first motor 1 are working. The power output by the engine 16 is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the third gear 15, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the first driven wheel 9, the first driving wheel 19, the sixth gear 21, the second output shaft 20, and the eighth gear 22. The power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22.

[0080] When the drive system 100 is in parallel mode 7, the clutch 17 is engaged, the second control mechanism 8 is engaged with the second driven wheel 7, and the third control mechanism 26 is engaged with the third driven wheel 25. The engine 16 and the first motor 1 are working. The power output by the engine 16 is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the third gear 15, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the second driven wheel 7, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22.

[0081] When the drive system 100 is in parallel mode 8, the clutch 17 is engaged, the second control mechanism 8 is engaged with the second driven wheel 7, and the third control mechanism 26 is engaged with the fourth driven wheel 27. The engine 16 and the first motor 1 are working. The power output by the engine 16 is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the third gear 15, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the second driven wheel 7, the first gear 4, the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22.

[0082] When the drive system 100 is in parallel mode 9, the clutch 17 is engaged, the first control mechanism 6 is engaged with the first drive wheel 19, the engine 16 and the second motor 12 are working, and the power output by the generator is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the first control mechanism 6, the first drive wheel 19, the sixth gear 21, the second output shaft 20 and the eighth gear 22; the power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, the idler gear 10, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the first drive wheel 19, the sixth gear 21, the second output shaft 20 and the eighth gear 22.

[0083] When the drive system 100 is in parallel mode 10, the clutch 17 is engaged, the first control mechanism 6 is engaged with the second drive wheel 5, the engine 16 and the second motor 12 are working, and the power output by the generator is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the first control mechanism 6, the second drive wheel 5, the seventh gear 24, the second output shaft 20 and the eighth gear 22; the power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, the idler gear 10, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the second drive wheel 5, the seventh gear 24, the second output shaft 20 and the eighth gear 22.

[0084] When the drive system 100 is in parallel mode 11, the clutch 17 is engaged, the second control mechanism 8 is engaged with the first driven wheel 9, the engine 16 and the second motor 12 are working, and the power output by the generator is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the third gear 15, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the first driven wheel 9, the first driving wheel 19, the sixth gear 21, the second output shaft 20 and the eighth gear 22; the power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, the idler gear 10, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the first driven wheel 9, the first driving wheel 19, the sixth gear 21, the second output shaft 20 and the eighth gear 22.

[0085] When the drive system 100 is in parallel mode 12, the clutch 17 is engaged, the second control mechanism 8 is engaged with the second driven wheel 7, and the third control mechanism 26 is engaged with the third driven wheel 25. The engine 16 and the second motor 12 are working. The power output by the engine 16 is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the third gear 15, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the second driven wheel 7, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power of the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, the second idler gear 10, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the second driven wheel 7, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22.

[0086] When the drive system 100 is in parallel mode 13, the clutch 17 is engaged, the second control mechanism 8 is engaged with the second driven wheel 7, and the third control mechanism 26 is engaged with the fourth driven wheel 27. The engine 16 and the second motor 12 are working. The power output by the engine 16 is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the third gear 15, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the second driven wheel 7, the first gear 4, the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power of the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, the second idler wheel 10, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the second driven wheel 7, the first gear 4, the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22.

[0087] When the drive system 100 is in parallel mode 14, the clutch 17 is engaged, the first control mechanism 6 is engaged with the first drive wheel 19, and the third control mechanism 26 is engaged with the third driven wheel 25. The engine 16, the first motor 1, and the second motor 12 are working. The power output by the generator is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the first control mechanism 6, the first drive wheel 19, the sixth gear 21, the second output shaft 20, and the eighth gear 22. The power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, the idler gear 10, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the first drive wheel 19, the sixth gear 21, the second output shaft 20, and the eighth gear 22.

[0088] When the drive system 100 is in parallel mode 15, the clutch 17 is engaged, the first control mechanism 6 is engaged with the first drive wheel 19, and the third control mechanism 26 is engaged with the fourth driven wheel 27. The engine 16, the first motor 1, and the second motor 12 are working. The power output by the generator is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the first control mechanism 6, the first drive wheel 19, the sixth gear 21, the second output shaft 20, and the eighth gear 22. The power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, the idler gear 10, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the first drive wheel 19, the sixth gear 21, the second output shaft 20, and the eighth gear 22.

[0089] When the drive system 100 is in parallel mode 16, the clutch 17 is engaged, the first control mechanism 6 is engaged with the second drive wheel 5, and the third control mechanism 26 is engaged with the third driven wheel 25. The engine 16, the first motor 1, and the second motor 12 are working. The power output by the generator is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the first control mechanism 6, the second drive wheel 5, the seventh gear 24, the second output shaft 20, and the eighth gear 22. The power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, the idler gear 10, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the second drive wheel 5, the seventh gear 24, the second output shaft 20, and the eighth gear 22.

[0090] When the drive system 100 is in parallel mode 17, the clutch 17 is engaged, the first control mechanism 6 is engaged with the second drive wheel 5, and the third control mechanism 26 is engaged with the fourth driven wheel 27. The engine 16, the first motor 1, and the second motor 12 are working. The power output by the generator is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the first control mechanism 6, the second drive wheel 5, the seventh gear 24, the second output shaft 20, and the eighth gear 22. The power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power output by the second motor 12 is transmitted to the differential 23 in sequence through the fifth gear 11, the idler gear 10, the fourth gear 13, the third gear 15, the first input shaft 18, the first control mechanism 6, the second drive wheel 5, the seventh gear 24, the second output shaft 20, and the eighth gear 22.

[0091] When the drive system 100 is in parallel mode 18, clutch 17 is engaged, second control mechanism 8 is engaged with first driven wheel 9, and third control mechanism 26 is engaged with third driven wheel 25. Engine 16, first motor 1, and second motor 12 operate. The power output from engine 16 passes sequentially through clutch 17, first input shaft 18, third gear 15, fourth gear 13, first output shaft 14, second control mechanism 8, first driven wheel 9, first driving wheel 19, sixth gear 21, second output shaft 20, and eighth gear 25. 2. The power output from the first motor 1 is transmitted to the differential 23 via the second input shaft 3, the first gear 4, the third driven gear 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power output from the second motor 12 is transmitted to the differential 23 via the fifth gear 11, the idler gear 10, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the first driven gear 9, the first driving gear 19, the sixth gear 21, the second output shaft 20, and the eighth gear 22.

[0092] When the drive system 100 is in parallel mode 19, clutch 17 is engaged, second control mechanism 8 is engaged with first driven wheel 9, third control mechanism 26 is engaged with fourth driven wheel 27, engine 16, first motor 1 and second motor 12 are working, and the power output from engine 16 passes sequentially through clutch 17, first input shaft 18, third gear 15, fourth gear 13, first output shaft 14, second control mechanism 8, first driven wheel 9, first driving wheel 19, sixth gear 21, second output shaft 20 and eighth gear 27. 2. The power output from the first motor 1 is transmitted to the differential 23 via the second input shaft 3, the second gear 2, the fourth driven gear 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power output from the second motor 12 is transmitted to the differential 23 via the fifth gear 11, the idler gear 10, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the first driven gear 9, the first driving gear 19, the sixth gear 21, the second output shaft 20, and the eighth gear 22.

[0093] When the drive system 100 is in parallel mode 20, the clutch 17 is engaged, the second control mechanism 8 is engaged with the second driven wheel 7, and the third control mechanism 26 is engaged with the third driven wheel 25. The engine 16, the first motor 1, and the second motor 12 are working. The power output by the engine 16 is transmitted to the differential 23 in sequence through the clutch 17, the first input shaft 18, the third gear 15, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the second driven wheel 7, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power output by the first motor 1 is transmitted to the differential 23 in sequence through the second input shaft 3, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power output from the second motor 12 is transmitted sequentially through the fifth gear 11, idler gear 10, fourth gear 13, first output shaft 14, second control mechanism 8, second driven gear 7, first gear 4, third driven gear 25, third control mechanism 26, second output shaft 20 and eighth gear 22 to the differential 23.

[0094] When the drive system 100 is in parallel mode 21, clutch 17 is engaged, second control mechanism 8 is engaged with second driven wheel 7, and third control mechanism 26 is engaged with fourth driven wheel 27. Engine 16, first motor 1, and second motor 12 operate. The power output from engine 16 passes sequentially through clutch 17, first input shaft 18, third gear 15, fourth gear 13, first output shaft 14, second control mechanism 8, second driven wheel 7, first gear 4, second input shaft 3, second gear 2, fourth driven wheel 27, third control mechanism 26, second output shaft 20, and eighth gear 21. The power output from the first motor 1 is transmitted to the differential 23 via the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22. The power output from the second motor 12 is transmitted to the differential 23 via the fifth gear 11, the idler gear 10, the fourth gear 13, the first output shaft 14, the second control mechanism 8, the second driven wheel 7, the first gear 4, the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20, and the eighth gear 22.

[0095] The drive system 100 has 21 parallel operating modes, so the vehicle has strong power. The parallel torque adjustment of multiple engine 16 gears and electric motors allows the engine 16 high-efficiency range to cover all medium and high speed conditions of vehicle driving. The combination of two electric motors and their multiple gears also ensures that the electric motors work in the high-efficiency range. Therefore, the vehicle also has excellent economic performance.

[0096] When the drive system 100 is in range-extending mode 1, the clutch 17 is engaged, the third control mechanism 26 is engaged with the third driven wheel 25, the engine 16 drives the second motor 12 to generate electricity, the first motor 1 works and outputs power, and the power output by the first motor 1 is transmitted to the differential 23 through the second input shaft 3, the first gear 4, the third driven wheel 25, the third control mechanism 26, the second output shaft 20 and the eighth gear 22.

[0097] When the drive system 100 is in range-extending mode 2, the clutch 17 is engaged, the third control mechanism 26 is engaged with the fourth driven wheel 27, the engine 16 drives the second motor 12 to generate electricity, the first motor 1 works and outputs power, and the power output by the first motor 1 is transmitted to the differential 23 through the second input shaft 3, the second gear 2, the fourth driven wheel 27, the third control mechanism 26, the second output shaft 20 and the eighth gear 22.

[0098] The drive system 100 has two range-extending modes: one for low-speed urban driving conditions and the other for medium-to-high-speed cruising and charging or for efficiently extending the vehicle's range, covering a wider range of vehicle speeds.

[0099] When the drive system 100 is in the regenerative braking state 1, the third control mechanism 26 engages with the third driven wheel 25, and the wheel end drives the first motor 1 to generate electricity.

[0100] When the drive system 100 is in the regenerative braking 2 state, the third control mechanism 26 engages with the fourth driven wheel 27, and the wheel end drives the first motor 1 to generate electricity.

[0101] When the drive system 100 is in the regenerative braking state 3, the first control mechanism 6 engages with the first drive wheel 19, and the wheel end drives the second motor 12 to generate electricity.

[0102] When the drive system 100 is in the regenerative braking state 4, the first control mechanism 6 engages with the second drive wheel 5, and the wheel end drives the second motor 12 to generate electricity.

[0103] When the drive system 100 is in the regenerative braking state 5, the second control mechanism 8 engages with the first driven wheel 9, and the wheel end drives the second motor 12 to generate electricity.

[0104] When the drive system 100 is in the regenerative braking state 6, the second control mechanism 8 engages with the second driven wheel 7, and the third control mechanism 26 engages with the third driven wheel 25, which drives the second motor 12 to generate electricity.

[0105] When the drive system 100 is in the regenerative braking state 7, the second control mechanism 8 engages with the second driven wheel 7, and the third control mechanism 26 engages with the fourth driven wheel 27, which drives the second motor 12 to generate electricity.

[0106] When the drive system 100 is in the regenerative braking state 8, the first control mechanism 6 engages with the first drive wheel 19, and the third control mechanism 26 engages with the third driven wheel 25. The wheel ends drive the first motor 1 and the second motor 12 to generate electricity.

[0107] When the drive system 100 is in the regenerative braking state 9, the first control mechanism 6 engages with the first drive wheel 19, and the third control mechanism 26 engages with the fourth driven wheel 27. The wheel ends drive the first motor 1 and the second motor 12 to generate electricity.

[0108] When the drive system 100 is in the regenerative braking 10 state, the first control mechanism 6 engages with the second drive wheel 5, and the third control mechanism 26 engages with the third driven wheel 25, and the wheel ends drive the first motor 1 and the second motor 12 to generate electricity.

[0109] When the drive system 100 is in the regenerative braking 11 state, the first control mechanism 6 engages with the second drive wheel 5, and the third control mechanism 26 engages with the fourth driven wheel 27, and the wheel ends drive the first motor 1 and the second motor 12 to generate electricity.

[0110] When the drive system 100 is in the regenerative braking 12 state, the second control mechanism 8 engages with the first driven wheel 9, and the third control mechanism 26 engages with the third driven wheel 25, and the wheel ends drive the first motor 1 and the second motor 12 to generate electricity.

[0111] When the drive system 100 is in the regenerative braking state 13, the second control mechanism 8 engages with the first driven wheel 9, and the third control mechanism 26 engages with the fourth driven wheel 27. The wheel ends drive the first motor 1 and the second motor 12 to generate electricity.

[0112] When the drive system 100 is in the regenerative braking state 14, the second control mechanism 8 engages with the second driven wheel 7, and the third control mechanism 26 engages with the third driven wheel 25. The wheel ends drive the first motor 1 and the second motor 12 to generate electricity.

[0113] When the drive system 100 is in the regenerative braking state 15, the second control mechanism 8 engages with the second driven wheel 7, and the third control mechanism 26 engages with the fourth driven wheel 27. The wheel ends drive the first motor 1 and the second motor 12 to generate electricity.

[0114] When the drive system 100 is in the parking power generation mode, the clutch 17 is engaged, the engine 16 works, and the power output by the engine 16 drives the second motor 12 to generate electricity through the clutch 17, the first input shaft 18, the third gear 15, the fourth gear 13, the idler gear 10 and the fifth gear 11.

[0115] Similar to the pure electric operating mode, 15 energy recovery modes can be achieved through the combination of two motors (i.e., the first motor 1 and the second motor 12), three control mechanisms, and one clutch. This ensures that the motors always operate within their efficient range, avoiding frequent switching between the first control mechanism 6, the second control mechanism 8, and the third control mechanism 26. For example, when the vehicle switches from pure electric mode 1 to regenerative braking mode, the positions of the first control mechanism 6, the second control mechanism 8, and the third control mechanism 26 do not need to be changed; the switch can be made directly to regenerative braking mode 1, making the switching convenient. Of course, the appropriate regenerative braking mode can also be switched based on the motor's power output, or based on the vehicle speed and the motor's power output, to improve the utilization rate of braking energy.

[0116] The specific operating modes of the drive system are shown in the table below:

[0117]

[0118]

[0119]

[0120]

[0121] The drive system of this application includes an engine, a first motor, and a second motor. The first motor, the second input shaft, and the first input shaft are coaxially arranged with the engine, which facilitates the arrangement of the first and second output shafts and makes the drive system structure more compact. Furthermore, control mechanisms for controlling power on / off are provided on the first input shaft, the first output shaft, and the second output shaft, allowing the drive system to switch between various operating modes to adapt to different driving conditions. This also reduces the performance requirements of the engine, the first motor, and the second motor while ensuring integrated performance, resulting in lower costs. Simultaneously, it allows the engine, the first motor, and the second motor to operate in their high-efficiency range, exhibiting excellent fuel economy. This application has only five gear transmission planes between the second output shaft 20 and the first input shaft 18, resulting in a smaller axial dimension. Moreover, it only has four operating components—one clutch and three synchronizers—making the drive system simple in structure, compact in space, and easy to arrange in the front compartment of a passenger vehicle where design space is very limited.

[0122] It is understood that those skilled in the art can make equivalent substitutions or changes based on the technical solution and inventive concept of this utility model, and all such substitutions or changes should fall within the protection scope of this utility model.

Claims

1. A drive system, characterized in that, include: Engine and first electric motor; A first input shaft is connected to the engine. The first input shaft is provided with a first control mechanism, a first drive wheel, and a second drive wheel. The first control mechanism can control the power supply between the first drive wheel and the first input shaft, or the first control mechanism can control the power supply between the second drive wheel and the first input shaft. The second input shaft is connected to the first motor. The second input shaft is coaxial with the first input shaft and is located at the end of the first input shaft that is away from the engine. A first output shaft is driven to the first input shaft. The first output shaft is provided with a second control mechanism, a first driven wheel, and a second driven wheel. The second control mechanism can control the power supply between the first driven wheel and the first output shaft, or the second control mechanism can control the power supply between the second driven wheel and the first output shaft. The first driven wheel is driven to the first driving wheel, and the second driven wheel is driven to the second input shaft. The second motor is connected to the first output shaft via a transmission. The second output shaft is drivenly connected to the first driving wheel and the second driving wheel. The second output shaft is provided with a third control mechanism, a third driven wheel and a fourth driven wheel. The third control mechanism can control the power supply between the second output shaft and the third driven wheel, or the third control mechanism can control the power supply between the fourth driven wheel and the second output shaft. The third driven wheel and the fourth driven wheel are both drivenly connected to the second input shaft. The differential is connected to the second output shaft drive.

2. The drive system according to claim 1, characterized in that, The second input shaft is sleeved on the first input shaft, and the second input shaft and the first input shaft can rotate relative to each other.

3. The drive system according to claim 2, characterized in that, The second input shaft is provided with a first gear and a second gear. The first gear meshes with the third driven wheel and the second driven wheel, and the first gear, the third driven wheel and the second driven wheel are coplanar. The second gear meshes with the fourth driven wheel.

4. The drive system according to claim 1, characterized in that, The first input shaft is provided with a third gear, the first output shaft is provided with a fourth gear, the fourth gear meshes with the third gear, the output shaft of the second motor is provided with a fifth gear, the fifth gear is connected to the fourth gear in a transmission, and the third gear, the fourth gear and the fifth gear are coplanar.

5. The drive system according to claim 4, characterized in that, An idler gear is provided between the fifth gear and the fourth gear. The idler gear meshes with both the fourth gear and the fifth gear. The diameter of the idler gear is larger than the diameter of the fifth gear and smaller than the diameter of the fourth gear. The third gear, the fourth gear, the idler gear, and the fifth gear are coplanar.

6. The drive system according to any one of claims 1-5, characterized in that, The second output shaft is provided with a sixth gear and a seventh gear. The sixth gear meshes with the first driving wheel, and the sixth gear, the first driving wheel, and the first driven wheel are coplanar. The seventh gear meshes with the second driving wheel, and the seventh gear and the second driving wheel are coplanar.

7. The drive system according to claim 6, characterized in that, The first driving wheel and the second driving wheel are spaced apart, and the first control mechanism is disposed between the first driving wheel and the second driving wheel; The seventh gear is spaced apart from the sixth gear, and an eighth gear is provided between the seventh gear and the sixth gear. The eighth gear is connected to the differential.

8. The drive system according to any one of claims 1-5, characterized in that, The first control mechanism, the second control mechanism, and the third control mechanism are synchronizers or dual clutches.

9. The drive system according to any one of claims 1-5, characterized in that, Also includes: A clutch connects the engine and the first input shaft to control the coupling or disengagement between the engine and the first input shaft.

10. A vehicle, characterized in that, include: Vehicle body; The drive system as described in any one of claims 1-9, wherein the drive system is mounted on the vehicle body; The wheels are connected to the differential drive of the drive system.

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