Driving system and vehicle

Abstract

The utility model provides a driving system and a vehicle, the driving system comprises an engine, an input shaft, a first clutch, an intermediate shaft, a second clutch, a first motor, a differential mechanism and a second motor, the first clutch comprises a first outer hub, a first driven disc and a second driven disc, the first outer hub, the engine and the first motor are all connected with the input shaft, and the second driven disc is connected with the intermediate shaft. The second clutch is connected with the intermediate shaft and the input shaft, so that the driving system forms three gears, the engine can be always located in a better working area, the second clutch is provided with a first gear, the input shaft is provided with a second gear meshed with the first gear, and the first gear is meshed with the second gear. A third gear meshed with the first gear or the second gear is arranged on an output shaft of the first motor, and the first gear, the second gear and the third gear are coplanar, so that the structure is simpler and more compact, and the size is smaller.

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 enables multi-gear control and reduces the size of the drive system.

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

[0005] A drive system includes an engine, an input shaft, a first clutch, an intermediate shaft, a second clutch, a first motor, a differential, and a second motor. The input shaft is connected to the engine. The first clutch includes a first outer hub, a first driven plate, and a second driven plate, which are respectively capable of engaging or disengaging from the first outer hub. The intermediate shaft is respectively connected to the first driven plate and the second driven plate. The second clutch includes a second outer hub and a third driven plate. One of the intermediate shaft and the input shaft is fixedly connected to the second outer hub, and the other is provided with a first gear. The third driven plate is provided with a second gear, which meshes with the first gear. The third driven plate is capable of engaging or disengaging from the second outer hub. The output shaft of the first motor is provided with a third gear, which is drive-connected to one of the first gear and the second gear. The differential is drive-connected to the intermediate shaft. The second motor is drive-connected to the differential.

[0006] In some embodiments of this application, the first driven disk and the second driven disk are respectively disposed on both sides of the first outer hub axial direction, the first driven disk is provided with a fourth gear, and the second driven disk is provided with a fifth gear; the intermediate shaft is provided with a sixth gear and a seventh gear, the sixth gear meshing with the fourth gear, and the seventh gear meshing with the fifth gear.

[0007] In some embodiments of this application, the transmission ratio between the first gear and the second gear, the transmission ratio between the sixth gear and the fourth gear, and the transmission ratio between the seventh gear and the fifth gear are all different; an eighth gear is provided on the intermediate shaft, the differential includes a differential body and a differential gear, the differential gear is connected to the differential body, and the differential gear meshes with the eighth gear.

[0008] In some embodiments of this application, the sixth gear and the seventh gear are spaced apart, and the eighth gear is disposed between the sixth gear and the seventh gear.

[0009] In some embodiments of this application, the drive system further includes a transmission assembly connected between the differential gear and the second motor.

[0010] In some embodiments of this application, the transmission assembly includes a ninth gear, which is disposed on the output shaft of the second motor, and the ninth gear meshes with one of the sixth gear and the seventh gear.

[0011] In some embodiments of this application, the transmission assembly includes a drive shaft, a ninth gear, a tenth gear, and an eleventh gear. The tenth gear and the eleventh gear are connected to the drive shaft. The ninth gear is disposed on the output shaft of the second motor. The tenth gear meshes with the ninth gear, and the eleventh gear meshes with the differential gear.

[0012] In some embodiments of this application, the engine and the second motor are located on the same side of the axial direction of the differential, while the first motor and the second motor are located on opposite sides of the axial direction of the differential.

[0013] In some embodiments of this application, the operating modes of the drive system include: engine direct drive mode: one of the first driven plate and the second driven plate is engaged with the first outer hub, or the third driven plate is engaged with the second outer hub, and the engine operates; pure electric mode: both the first driven plate and the second driven plate are separated from the first outer hub, the third driven plate is separated from the second outer hub, and the second motor operates; parallel mode: one of the first driven plate and the second driven plate is engaged with the first outer hub, or the third driven plate is engaged with the second outer hub, the engine operates, and at least one of the first motor and the second motor operates. The engine operates in two modes: Range-extending mode: both the first driven plate and the second driven plate are separated from the first outer hub, and the third driven plate is separated from the second outer hub; the engine drives the first motor to generate electricity, and the second motor operates. Parking-generating mode: both the first driven plate and the second driven plate are separated from the first outer hub, and the third driven plate is separated from the second outer hub; the engine drives the first motor to generate electricity. Regenerative braking mode: at least two of the first driven plate, the second driven plate and the first outer hub, and the second driven plate and the second outer hub are separated; at least one of the first motor and the second motor generates electricity.

[0014] A vehicle includes a body, a drive system, and wheels; the drive system is fixed to the body; the wheels are connected to a differential of the drive system.

[0015] Beneficial effects: The drive system of this application includes an engine, an input shaft, a first clutch, an intermediate shaft, a second clutch, a first motor, a differential, and a second motor. The first clutch includes a first outer hub, a first driven plate, and a second driven plate. The intermediate shaft can be connected to the first and second driven plates respectively. The second clutch includes a second outer hub and a third driven plate. One of the intermediate shaft and the input shaft is fixedly connected to the second outer hub, and the other is provided with a first gear. The third driven plate is provided with a second gear, which meshes with the first gear. This allows the drive system to form three gears between the input shaft and the intermediate shaft. When driven by the engine, it can always be in a better working range. Moreover, the output shaft of the first motor is provided with a third gear, which is connected to one of the first and second gears. The third gear is coplanar with the first and second gears, making the structure simpler, more compact, and smaller in size.

[0016] A vehicle includes a body, wheels, and the aforementioned drive system. The differential of the drive system is connected to the wheels. Therefore, by controlling the drive system, the vehicle can achieve different speed outputs and keep the engine always in an optimal operating range, thereby improving comfort and economy. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the drive system in one embodiment of this application. Figure 1 .

[0018] Figure 2 This is a schematic diagram of the drive system in one embodiment of this application. Figure 2 .

[0019] Figure 3 This is a schematic diagram of the drive system in one embodiment of this application. Figure 3 .

[0020] Figure 4 This is a schematic diagram of the drive system in one embodiment of this application. Figure 4 .

[0021] Key component symbols: 100-Drive system; 1-Engine; 2-Input shaft; 3-First clutch; 31-First outer hub; 32-First driven plate; 33-Second driven plate; 4-Intermediate shaft; 5-Second clutch; 51-Second outer hub; 52-Third driven plate; 6-First motor; 7-Differential; 71-Differential body; 72-Differential gear; 8-Second motor; 9-Transmission assembly; 91-Ninth gear; 92-Drive shaft; 93-Tenth gear; 94-Eleventh gear; 11-First gear; 12-Second gear; 13-Third gear; 14-Fourth gear; 15-Fifth gear; 16-Sixth gear; 17-Seventh gear; 18-Eighth gear. Detailed Implementation

[0022] 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.

[0023] 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.

[0024] 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.

[0025] See Figures 1-4 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 7 of the drive system 100. Therefore, by controlling the drive system 100, the movement of the vehicle can be controlled.

[0026] The drive system 100 includes an engine 1, an input shaft 2, a first clutch 3, an intermediate shaft 4, a second clutch 5, a first motor 6, a differential 7, and a second motor 8. The input shaft 2 is connected to the engine 1, specifically, directly connected to the output end of the engine 1, thereby reducing the axial structure of the drive system 100 on the input shaft 2 and thus reducing the axial dimension of the drive system 100. The first clutch 3 is mounted on the input shaft 2 and connected to the intermediate shaft 4. The second clutch 5 is mounted on one of the input shaft 2 and the intermediate shaft 4 and is drive-connected to the other, allowing power transmission between the input shaft 2 and the intermediate shaft 4 through the control of the first clutch 3 and the second clutch 5. The differential 7 is connected to the intermediate shaft 4, and the first motor 6 is drive-connected to the input shaft 2. Therefore, the power from the first motor 6 and the engine 1 needs to be transmitted to the intermediate shaft 4 via the first clutch 3 or the second clutch 5, and then to the wheels via the differential 7. The second motor 8 is drive-connected to the differential 7, so the second motor 8 can directly drive the wheels without going through the first clutch 3 or the second clutch 5. The first motor 6 and the second motor 8 can be used for driving and also for generating electricity.

[0027] Specifically, the first clutch 3 includes a first outer hub 31, a first driven plate 32, and a second driven plate 33. The first driven plate 32 and the second driven plate 33 can be engaged or disengaged from the first outer hub 31, respectively. The intermediate shaft 4 can be drivenly connected to the first driven plate 32 and the second driven plate 33, respectively, so that the intermediate shaft 4 and the input shaft 2 form two power transmission paths through the first clutch 3. The second clutch 5 includes a second outer hub 51 and a third driven plate 52. One of the second outer hub 51 and the third driven plate 52 is connected to the intermediate shaft 4, and the other is drivenly connected to the input shaft 2. The third driven plate 52 can be engaged or disengaged from the second outer hub 51, so that the intermediate shaft 4 and the input shaft 2 form one power transmission path through the second clutch 5. Therefore, a total of three power transmission paths are formed between the intermediate shaft 4 and the input shaft 2, that is, the drive system 100 has three gears.

[0028] One of the intermediate shaft 4 and the input shaft 2 is fixedly connected to the second outer hub 51, and the other is provided with a first gear 11. The third driven disk 52 is provided with a second gear 12, which meshes with the first gear 11. The output shaft of the first motor 6 is provided with a third gear 13, which is connected to either the first gear 11 or the second gear 12. This makes the third gear 13, the first gear 11, and the second gear 12 connected on the same plane, thereby shortening the length of the input shaft 2.

[0029] The aforementioned drive system 100 can achieve seamless switching between different working modes through the opening and closing of the first driven plate 32, the second driven plate 33 of the first clutch 3 or the third driven plate 52 of the second clutch 5 and the coordinated control of the speed and torque of the first motor 6 and the second motor 8. It not only has a simple and compact structure, fewer parts, convenient layout and low cost, but also can achieve a comprehensive improvement in the power and economy of the vehicle system and improve driving comfort.

[0030] exist Figure 1 , Figure 2 and Figure 3 In the illustrated embodiment, the second outer hub 51 is connected to the intermediate shaft 4, the first gear 11 is mounted on the input shaft 2, and the third gear 13 meshes with the first gear 11. In this embodiment, the diameter of the third gear 13 is smaller than the diameter of the first gear 11, so that when the engine 1 drives the first motor 6 to generate electricity through the input shaft 2, the power of the engine 1 creates an effect of increasing the rotational speed and reducing the torque between the first gear 11 and the third gear 13. Consequently, with the same amount of electricity generated, the size of the first motor 6 can be reduced, thus lowering the cost.

[0031] exist Figure 4In the illustrated embodiment, the second outer hub 51 is connected to the intermediate shaft 4, the first gear 11 is mounted on the input shaft 2, and the third gear 13 meshes with the second gear 12. The diameter of the third gear 13 is smaller than the diameter of the second gear 12. This allows the engine 1 to drive the first motor 6 to generate electricity via the input shaft 2. The power from the engine 1 is transmitted from the first gear 11 to the third gear 13 after passing through the second gear 12, increasing the rotational speed and reducing the torque. This, in turn, allows for a smaller size of the first motor 6 and lower costs while maintaining the same power output.

[0032] The first driven disc 32 and the second driven disc 33 are respectively disposed on both sides of the first outer hub 31 in the axial direction. Therefore, the first driven disc 32 and the second driven disc 33 form a back-to-back structure with the first outer hub 31, making the structure of the first clutch 3 more compact. This facilitates the arrangement of the transmission connection structure between the first driven disc 32, the second driven disc 33 and the intermediate shaft 5. Moreover, the more compact structure reduces the axial dimension of the first clutch 3, thereby reducing the axial dimension of the drive system 100. The first driven disc 32 is provided with a fourth gear 14, the second driven disc 33 is provided with a fifth gear 15, and the intermediate shaft 4 is provided with a sixth gear 16 and a seventh gear 17. The sixth gear 16 and the seventh gear 17 are spaced apart along the axial direction of the intermediate shaft 4. The sixth gear 16 meshes with the fourth gear 14 to form a transmission connection between the intermediate shaft 4 and the first driven disc 32, and the seventh gear 17 meshes with the fifth gear 15 to form a transmission connection between the intermediate shaft 4 and the second driven disc 33. By controlling the first outer hub 31 to engage with the first driven disc 32 or the second driven disc 33, the power on the input shaft 2 can be transmitted to the intermediate shaft 4 through the first driven disc 32, the fourth gear 14 and the sixth gear 16, or the power on the input shaft 2 can be transmitted to the intermediate shaft 4 through the second driven disc 33, the fifth gear 15 and the seventh gear 17.

[0033] Both the first driven plate 32 and the second driven plate 33 are located close to the first outer hub 31, reducing the axial dimension of the first clutch 3 and thus the axial dimension of the drive system 100. The second clutch 5 is located on the side of the second gear 12 away from the seventh gear 17, eliminating the need for space between the second gear 12 and the seventh gear 17 to install the second clutch 5. This makes the spaces between the first gear 11 and the fifth gear 15, as well as between the second gear 12 and the seventh gear 17, more compact. Furthermore, the second clutch 5 and the first motor 6 at least partially overlap in the axial direction, further reducing the axial dimension of the drive system 100.

[0034] The transmission ratios between the first gear 11 and the second gear 12, the sixth gear 16 and the fourth gear 14, and the seventh gear 17 and the fifth gear 15 are all different. The second outer hub 51 and the third driven plate 52, the first outer hub 31 and the first driven plate 32, and the first outer hub 31 and the second driven plate 33 cannot be engaged simultaneously, forming three gears in the drive system 100. Through the control of the first clutch 3 and the second clutch 5, switching between the three gears is realized, increasing the range of power output of the drive system 100 and improving the vehicle's power performance.

[0035] The intermediate shaft 4 is provided with an eighth gear 18. The differential 7 includes a differential body 71 and a differential gear 72. The differential gear 72 is connected to the input end of the differential body 71, and the differential gear 72 meshes with the eighth gear 18, so that the power of the intermediate shaft 4 is transmitted to the differential body 71 through the eighth gear 18 and the differential gear 72. The wheels are connected to the differential body 71, thereby realizing the power output of the drive system 100 to the wheels and realizing the movement of the vehicle.

[0036] The diameter of the differential gear 72 is larger than that of the eighth gear 18, which reduces speed and increases torque when power is transmitted from the eighth gear 18 to the differential gear 72. This allows the first motor 6 and the second motor 8 of the engine 1 to operate in a better working range, reducing energy consumption and improving the vehicle's economy and comfort.

[0037] In this design, because the first driven disc 32 and the second driven disc 33 form a back-to-back structure with the first outer hub 31, there is a distance between the sixth gear 16 and the seventh gear 17. The eighth gear 18 is positioned between the sixth gear 16 and the seventh gear 17, thus fully utilizing the space between them. This eliminates the need for an additional location to install the eighth gear 18, thereby shortening the length of the input shaft 2 and the intermediate shaft 4, resulting in a more compact structure and smaller size for the drive system 100. Figure 1 In the embodiment shown, the eighth gear 18 is coplanar with the first outer hub 31, thereby shortening the length of the input shaft 2 and the intermediate shaft 4.

[0038] The drive system 100 also includes a transmission assembly 9, which is connected between the differential gear 72 and the second motor 8.

[0039] In one embodiment, in Figure 1 and Figure 4In the illustrated embodiment, the transmission assembly 9 includes a ninth gear 91, which is mounted on the output shaft of the second motor 8. The ninth gear 91 meshes with the sixth gear 16, allowing the power of the second motor 8 to be transmitted to the wheels via the ninth gear 91, the sixth gear 16, the intermediate shaft 4, the eighth gear 18, the differential gear 72, and the differential body 71. Furthermore, the ninth gear 91 and the sixth gear 16 are coplanar, eliminating the need for a separate gear on the intermediate shaft for transmission connection with the second motor 8, thus simplifying the structure and reducing the axial dimensions of the drive system 100.

[0040] In one embodiment, in Figure 3 In the illustrated embodiment, the transmission assembly 9 includes a ninth gear 91, which is mounted on the output shaft of the second motor 8. The ninth gear 91 meshes with the seventh gear 17, allowing the power of the second motor 8 to be transmitted to the wheels via the ninth gear 91, the seventh gear 17, the intermediate shaft 4, the eighth gear 18, the differential gear 72, and the differential body 71. Furthermore, the ninth gear 91 and the seventh gear 17 are coplanar, eliminating the need for a separate gear on the intermediate shaft for transmission connection with the second motor 8, thus simplifying the structure and reducing the axial dimension of the drive system 100.

[0041] In one embodiment, in Figure 2 In the illustrated embodiment, the transmission assembly 9 includes a drive shaft 92, a ninth gear 91, a tenth gear 93, and an eleventh gear 94. The tenth gear 93 and the eleventh gear 94 are connected to the drive shaft 92. The ninth gear 91 is mounted on the output shaft of the second motor 8. The tenth gear 93 meshes with the ninth gear 91, and the eleventh gear 94 meshes with the differential gear 72. This allows the power of the second motor 8 to be transmitted to the wheels via the ninth gear 91, the tenth gear 93, the drive shaft 92, the eleventh gear 94, the differential gear 72, and the differential body 71. The ninth gear 91, the tenth gear 93, and the sixth gear 16 are coplanar, and the eleventh gear 94 and the differential gear 72 are coplanar, reducing the axial dimension of the drive system 100.

[0042] exist Figure 1 , Figure 2 as well as Figure 4 In the illustrated embodiment, engine 1 and second motor 8 are located on the same side of the differential 7 along its axial direction, and engine 1 and second motor 8 at least partially overlap in the axial direction, thereby reducing the axial dimension of the drive system 100. First motor 6 and second motor 8 are located on opposite sides of the differential 7 along its axial direction.

[0043] exist Figure 3In the illustrated embodiment, the first motor 6 and the second motor 8 are located on the same side of the differential 7 along its axial direction, and the first motor 6, the second motor 7, and the second clutch 5 at least partially overlap in the axial direction, thereby reducing the axial dimension of the drive system 100. The engine 1 and the first motor 6 are located on opposite sides of the differential 7 along its axial direction.

[0044] In the drive system 100 of this application, by controlling the engine 1, the first motor 6, the second motor 8, the first clutch 3 and the second clutch 5, the drive system 100 can realize working modes such as direct drive mode, pure electric mode, parallel mode, range extender mode, parking power generation mode and regenerative braking mode.

[0045] When the drive system 100 is in the direct drive mode of engine 1: one of the first driven disc 32 and the second driven disc 33 engages with the first outer hub 31, or the third driven disc 52 engages with the second outer hub 51, and engine 1 operates. Specifically, the direct drive mode of engine 1 includes engine 1 direct drive first gear mode, engine 1 direct drive second gear mode, and engine 1 direct drive third gear mode.

[0046] When the drive system 100 is in the direct drive first gear mode of engine 1, the first driven plate 32 engages with the first outer hub 31, the second driven plate 33 disengages from the first outer hub 31, and the third driven plate 52 disengages from the second outer hub 51, and engine 1 operates. The power output from engine 1 is transmitted to differential 7 through input shaft 2, first outer hub 31, first driven plate 32, fourth gear 14, sixth gear 16, intermediate shaft 4, and eighth gear 18.

[0047] When the drive system 100 is in the direct drive second gear mode of engine 1, the second driven plate 33 engages with the first outer hub 31, the first driven plate 32 disengages from the first outer hub 31, and the third driven plate 52 disengages from the second outer hub 51, and engine 1 operates. The power output from engine 1 is transmitted to the differential 7 through the input shaft 2, the first outer hub 31, the second driven plate 33, the fifth gear 15, the seventh gear 17, the intermediate shaft 4, and the eighth gear 18.

[0048] When the drive system 100 is in the direct drive third gear mode of engine 1, the first driven plate 32 and the second driven plate 33 are both separated from the first outer hub 31, and the third driven plate 52 is engaged with the second outer hub 51, and engine 1 is working. The power output by engine 1 is transmitted to differential 7 through input shaft 2, first gear 11, second gear 12, third driven plate 52, first outer hub 31, intermediate shaft 4 and eighth gear 18.

[0049] When the drive system 100 is in pure electric mode, the first driven plate 32 and the second driven plate 33 are both separated from the first outer hub 31, the third driven plate 52 is separated from the second outer hub 51, the second motor 8 works, and the output power of the second motor 8 is transmitted to the differential 7.

[0050] When the drive system 100 is in parallel mode, one of the first driven disc 32 and the second driven disc 33 is engaged with the first outer hub 31, or the third driven disc 52 is engaged with the second outer hub 51. The engine 1 operates, and at least one of the first motor 6 and the second motor 8 operates. In parallel mode, the engine 1 and the first motor 6 can jointly output power, the engine 1 and the second motor 8 can jointly output power, the engine 1, the first motor 6, and the second motor 8 can jointly output power, or the engine 1 and the second motor 8 can jointly output power while the first motor 6 generates electricity. Therefore, there are 12 operating modes in parallel mode, as detailed below:

[0051] First parallel mode: the first driven plate 32 is engaged with the first outer hub 31, the second driven plate 33 is disengaged from the first outer hub 31, and the third driven plate 52 is disengaged from the second outer hub 51. The engine 1 and the first motor 6 jointly output power to the differential 7.

[0052] Second parallel mode: the second driven plate 33 is engaged with the first outer hub 31, the first driven plate 32 is separated from the first outer hub 31, and the third driven plate 52 is separated from the second outer hub 51. The engine 1 and the first motor 6 jointly output power to the differential 7.

[0053] Third parallel mode: The third driven plate 52 is engaged with the second outer hub 51, and the first driven plate 32 and the second driven plate 33 are both separated from the first outer hub 31. The engine 1 and the first motor 6 jointly output power to the differential 7.

[0054] Fourth parallel mode: the first driven plate 32 is engaged with the first outer hub 31, the second driven plate 33 is disengaged from the first outer hub 31, and the third driven plate 52 is disengaged from the second outer hub 51. The engine 1 and the second motor 8 jointly output power to the differential 7.

[0055] Fifth parallel mode: the second driven plate 33 is engaged with the first outer hub 31, the first driven plate 32 is disengaged from the first outer hub 31, and the third driven plate 52 is disengaged from the second outer hub 51. The engine 1 and the second motor 8 jointly output power to the differential 7.

[0056] The sixth parallel mode: the third driven plate 52 is engaged with the second outer hub 51, the first driven plate 32 and the second driven plate 33 are both separated from the first outer hub 31, and the engine 1 and the second motor 8 jointly output power to the differential 7.

[0057] The seventh parallel mode: the first driven plate 32 is engaged with the first outer hub 31, the second driven plate 33 is disengaged from the first outer hub 31, and the third driven plate 52 is disengaged from the second outer hub 51. The engine 1, the first motor 6, and the second motor 8 jointly output power to the differential 7.

[0058] Eighth parallel mode: the second driven plate 33 is engaged with the first outer hub 31, the first driven plate 32 is disengaged from the first outer hub 31, and the third driven plate 52 is disengaged from the second outer hub 51. The engine 1, the first motor 6, and the second motor 8 jointly output power to the differential 7.

[0059] Ninth parallel mode: The third driven plate 52 is engaged with the second outer hub 51, and the first driven plate 32 and the second driven plate 33 are both separated from the first outer hub 31. The engine 1, the first motor 6 and the second motor 8 jointly output power to the differential 7.

[0060] Tenth parallel mode: the first driven plate 32 is engaged with the first outer hub 31, the second driven plate 33 is disengaged from the first outer hub 31, and the third driven plate 52 is disengaged from the second outer hub 51. A portion of the power from the engine 1 and the second motor 8 are jointly output to the differential 7, and another portion of the power from the engine 1 drives the first motor 6 to generate electricity.

[0061] Eleventh parallel mode: the second driven plate 33 is engaged with the first outer hub 31, the first driven plate 32 is disengaged from the first outer hub 31, and the third driven plate 52 is disengaged from the second outer hub 51. A portion of the power from the engine 1 and the second motor 8 are combined to output power to the differential 7, and another portion of the power from the engine 1 drives the first motor 6 to generate electricity.

[0062] The twelfth parallel mode: the third driven plate 52 is engaged with the second outer hub 51, the first driven plate 32 and the second driven plate 33 are both separated from the first outer hub 31, part of the power of the engine 1 and the second motor 8 are jointly output to the differential 7, and the other part of the power of the engine 1 drives the first motor 6 to generate electricity.

[0063] When the drive system 100 is in range-extending mode, the first driven plate 32 and the second driven plate 33 are both separated from the first outer hub 31, and the third driven plate 52 is separated from the second outer hub 51. The engine 1 drives the first motor 6 to generate electricity, the second motor 8 works, and the output power of the second motor 8 is transmitted to the differential 7.

[0064] When the drive system 100 is in the parking power generation mode, the first driven plate 32 and the second driven plate 33 are both separated from the first outer hub 31, and the third driven plate 52 is separated from the second outer hub 51. The engine 1 drives the first motor 6 to generate electricity, and the second motor 8 stops.

[0065] When the drive system 100 is in regenerative braking mode, at least two of the first driven disc 32, the second driven disc 33 and the first outer hub 31, and the second driven disc 33 and the second outer hub 51 are separated. At least one of the first motor 6 and the second motor 8 generates electricity. Therefore, the regenerative braking mode has four operating modes, as follows:

[0066] First regenerative braking mode: The first driven disc 32 is engaged with the first outer hub 31, the second driven disc 33 is disengaged from the first outer hub 31, and the third driven disc 52 is disengaged from the second outer hub 51. The vehicle is in a moving state and does not need to output power. Moreover, the first motor 6 and the second motor 8 generate electricity under the drive of the wheels.

[0067] Second regenerative braking mode: The second driven disc 33 is engaged with the first outer hub 31, the first driven disc 32 is disengaged from the first outer hub 31, and the third driven disc 52 is disengaged from the second outer hub 51. The vehicle is in a moving state and does not need to output power. Moreover, the first motor 6 and the second motor 8 generate electricity under the drive of the wheels.

[0068] Third regenerative braking mode: The third driven disc 52 is engaged with the second outer hub 51, while the first driven disc 32 and the second driven disc 33 are both separated from the first outer hub 31. The vehicle is in a moving state and does not need to output power. Moreover, the first motor 6 and the second motor 8 generate electricity under the drive of the wheels.

[0069] Fourth regenerative braking mode: The first driven disc 32 and the second driven disc 33 are both separated from the first outer hub 31, and the third driven disc 52 is separated from the second outer hub 51. The vehicle is in a moving state and does not need to output power. Moreover, the second motor 8 generates electricity under the drive of the wheels.

[0070] Table 1: Operating Modes of the Drive System

[0071]

[0072]

[0073] As shown in the table above, the drive system 100 of this application has at least 3 engine direct drive modes, 1 pure electric mode, 12 parallel modes, 1 range extender mode, 1 parking power generation mode, and 4 regenerative braking modes. Therefore, the vehicle can switch between many working modes, adapt to different road conditions and different vehicle speeds, and improve fuel economy and driving comfort.

[0074] When the vehicle is at medium to high speeds, it can efficiently switch to engine 1 direct drive or parallel drive mode, so that engine 1's high-efficiency range covers medium to high speeds, avoiding the use of series range extender mode, thereby avoiding energy conversion loss and maximizing efficiency.

[0075] Specifically, the vehicle achieves 12 parallel modes through the first motor 6, the second motor 8, and the engine 1, giving it strong power. The multiple gears of the engine 1 and the parallel torque adjustment of the motors enable the high-efficiency range of the engine 1 to cover all medium and high-speed driving conditions. The combination of the two motors and the multiple gears of the engine 1 also ensures that the motors work in the high-efficiency range, giving the vehicle good fuel economy.

[0076] The power of the second motor 8 covers the main power requirements of the vehicle's operation, ensuring no power disconnection when switching operating modes. In situations such as starting and congested traffic, the pure electric mode allows the second motor 8 to always operate within its efficient range, emphasizing the vehicle's economy. Simultaneously, its simple structure gives the system a cost advantage. Furthermore, the second motor 8 enables a pure electric mode, which features a short transmission chain and high efficiency, meeting both the vehicle's power and economic requirements.

[0077] In low-speed urban driving conditions and when the battery is depleted, the drive system 100 can switch to range-extending mode, enabling the vehicle to charge while driving and efficiently extend the system's range.

[0078] By combining two motors and using the first and second clutches 5 to achieve multiple gear control, four energy recovery modes are realized, ensuring that the motors are always in the high-efficiency operating range.

[0079] When the first clutch and second clutch 5 are disengaged, and the second motor 8 is not operating, the engine 1 can drive the first motor 6 to generate electricity, thereby achieving the parking power generation function. When the battery's state of charge (SOC) is low, it can charge the battery to meet the basic functional requirements of the vehicle. For example, the vehicle can use the parking power generation mode to charge the battery while waiting at a traffic light, or ensure that the electric air conditioning is not disconnected under this condition.

[0080] In the drive system 100, the current battery charge value, throttle opening value, and vehicle speed of the vehicle are obtained; then, based on the current battery charge value, throttle opening value, and vehicle speed value, the vehicle's working mode is determined; then, based on the vehicle's working mode, the operation of the engine 1, the first motor 6, and the second motor 8 are controlled, as well as the state of the first clutch 3 and the second clutch 5 are controlled, so that the engine 1 is in the optimal working range, thereby effectively reducing fuel consumption and improving fuel economy.

[0081] The drive system of this application includes an engine, an input shaft, a first clutch, an intermediate shaft, a second clutch, a first motor, a differential, and a second motor. The first clutch includes a first outer hub, a first driven plate, and a second driven plate. The intermediate shaft can be connected to the first and second driven plates respectively. The second clutch includes a second outer hub and a third driven plate. One of the intermediate shaft and the input shaft is fixedly connected to the second outer hub, and the other is provided with a first gear. The third driven plate is provided with a second gear, which meshes with the first gear, so that the drive system forms three gears between the input shaft and the intermediate shaft. When driven by the engine, it can always be in a better working range. Moreover, the output shaft of the first motor is provided with a third gear, which is connected to one of the first and second gears. The third gear is coplanar with the first and second gears, making the structure simpler, more compact, and smaller in size. The drive system of this application only has a first clutch and a second clutch as gear operating components, realizing three-gear switching. This allows for more operating modes of the drive system, and the vehicle speed changes smoothly during mode switching, improving comfort. It also reduces the individual performance requirements of the engine and motor, resulting in lower costs. Simultaneously, it allows both the engine and motor to operate in their high-efficiency range, achieving excellent fuel economy. Furthermore, it simplifies the overall structure of the drive system, reduces operational difficulty, and facilitates easier installation on vehicles. During mode switching, the second motor can continuously output driving force, avoiding power interruption and achieving continuously variable transmission (CVT). In addition, the drive system of this application has only four gear planes, resulting in a smaller axial dimension.

[0082] 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; The input shaft is connected to the engine; The first clutch includes a first outer hub, a first driven plate, and a second driven plate, wherein the first driven plate and the second driven plate are respectively capable of engaging or disengaging from the first outer hub; The intermediate shaft can be connected to the first driven disk and the second driven disk respectively; The second clutch includes a second outer hub and a third driven disc. One of the intermediate shaft and the input shaft is fixedly connected to the second outer hub, and the other is provided with a first gear. The third driven disc is provided with a second gear, which meshes with the first gear. The third driven disc can engage or disengage from the second outer hub. A first motor, wherein a third gear is provided on the output shaft of the first motor, and the third gear is connected to one of the first gear and the second gear in a transmission connection; The differential is connected to the intermediate shaft drive. The second motor is connected to the differential drive.

2. The drive system according to claim 1, characterized in that, The first driven plate and the second driven plate are respectively disposed on both sides of the first outer hub axial direction. The first driven plate is provided with a fourth gear, and the second driven plate is provided with a fifth gear. The intermediate shaft is provided with a sixth gear and a seventh gear. The sixth gear meshes with the fourth gear, and the seventh gear meshes with the fifth gear.

3. The drive system according to claim 2, characterized in that, The transmission ratios between the first gear and the second gear, the sixth gear and the fourth gear, and the seventh gear and the fifth gear are all different; The intermediate shaft is provided with an eighth gear. The differential includes a differential body and a differential gear. The differential gear is connected to the differential body and meshes with the eighth gear.

4. The drive system according to claim 3, characterized in that, The sixth gear is spaced apart from the seventh gear, and the eighth gear is disposed between the sixth gear and the seventh gear.

5. The drive system according to claim 3, characterized in that, The drive system also includes a transmission assembly connected between the differential gear and the second motor.

6. The drive system according to claim 5, characterized in that, The transmission assembly includes a ninth gear, which is disposed on the output shaft of the second motor and meshes with one of the sixth gear and the seventh gear.

7. The drive system according to claim 5, characterized in that, The transmission assembly includes a drive shaft, a ninth gear, a tenth gear, and an eleventh gear. The tenth gear and the eleventh gear are connected to the drive shaft. The ninth gear is disposed on the output shaft of the second motor. The tenth gear meshes with the ninth gear, and the eleventh gear meshes with the differential gear.

8. The drive system according to claim 1, characterized in that, The engine and the second motor are located on the same side of the axial direction of the differential, while the first motor and the second motor are located on opposite sides of the axial direction of the differential.

9. The drive system according to claim 1, characterized in that, The operating modes of the drive system include: Engine direct drive mode: The engine operates when one of the first driven plate and the second driven plate is engaged with the first outer hub, or when the third driven plate is engaged with the second outer hub; Pure electric mode: The first driven plate and the second driven plate are both separated from the first outer hub, the third driven plate is separated from the second outer hub, and the second motor is working; Parallel mode: One of the first driven plate and the second driven plate is engaged with the first outer hub, or the third driven plate is engaged with the second outer hub, the engine is working, and at least one of the first motor and the second motor is working; Range-extending mode: The first driven plate and the second driven plate are both separated from the first outer hub, and the third driven plate is separated from the second outer hub. The engine drives the first motor to generate electricity, and the second motor operates. Parking power generation mode: The first driven plate and the second driven plate are both separated from the first outer hub, and the third driven plate is separated from the second outer hub, and the engine drives the first motor to generate electricity; Regenerative braking mode: At least two of the first driven disc, the second driven disc and the first outer hub, and the second driven disc and the second outer hub are separated, and at least one of the first motor and the second motor generates electricity.

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

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