Drive system and vehicle

Abstract

The application belongs to the technical field of vehicles, and particularly relates to a driving system and a vehicle. The driving system comprises an engine and a differential, and further comprises a first motor, a second motor, a first clutch, a second clutch, an input gear and an intermediate shaft transmission assembly connected with the differential. The engine is connected with the first clutch. The first clutch and the second clutch are coaxially arranged, and share the same outer hub. The second clutch is connected with the intermediate shaft transmission assembly through the input gear. The first motor is connected with the second clutch. The second motor is connected with the differential through the intermediate shaft transmission assembly. The driving system has good power and economy, and has high overall integration and compact structure.

Description

Technical Field

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

[0002] In recent years, the emergence of electric motor hybrid technology has opened up new avenues for achieving complete power matching between the internal combustion engine and the drive wheels. Among the numerous powertrain designs, the most representative are the series hybrid system and the parallel hybrid system. In the series hybrid system, the internal combustion engine, generator, electric motor, shaft system, and drive wheels form a series power chain, resulting in an extremely simple powertrain structure. The generator-electric motor combination can be considered a traditional transmission. When used in conjunction with energy storage devices such as batteries or capacitors, this transmission can also function as an energy regulation device, independently adjusting speed and torque.

[0003] The parallel electric motor system has two parallel and independent power chains. One consists of a traditional mechanical transmission, and the other consists of an electric motor-battery system. The mechanical transmission is responsible for speed regulation, while the electric motor-battery system regulates power or torque. To fully utilize the potential of the entire system, the mechanical transmission also needs to employ a continuously variable transmission (CVT).

[0004] The advantages of series hybrid systems lie in their simple structure and flexible layout. However, all power is supplied through generators and motors, resulting in high motor power requirements, large size, and heavy weight. Furthermore, the overall system efficiency is relatively low due to the two machine-to-electric and electric-to-machine conversions during energy transfer. In parallel hybrid systems, only a portion of the power is supplied through the motor system, thus requiring relatively lower motor power. The overall system efficiency is high. However, this system requires two independent subsystems, leading to higher costs, and is typically only used in weakly hybrid systems. Utility Model Content

[0005] The purpose of this application is to provide a drive system and vehicle that has good power and economy, and has a high degree of integration and compact structure.

[0006] The first aspect of this application provides a drive system including an engine and a differential, the drive system further including a first motor, a second motor, a first clutch, a second clutch, an input gear, and an intermediate shaft transmission assembly connected to the differential;

[0007] The engine is connected to the first clutch;

[0008] The first clutch and the second clutch are coaxially arranged and share the same outer hub. The second clutch is connected to the intermediate shaft transmission assembly through the input gear.

[0009] The first motor is connected to the second clutch;

[0010] The second motor is connected to the differential via the intermediate shaft transmission assembly.

[0011] In one exemplary embodiment of this application, the drive system further includes a first gear pair and a first input shaft, and the first motor is connected to the outer hub of the second clutch via the first gear pair and the first input shaft.

[0012] In one exemplary embodiment of this application, the drive system further includes a first input shaft, through which the first motor is connected to the outer hub of the second clutch.

[0013] In one exemplary embodiment of this application, the first motor includes an internally hollow rotor structure, and the first clutch and the second clutch are disposed within the rotor structure.

[0014] In one exemplary embodiment of this application, the first input shaft is fixedly connected to the outer hubs of the first clutch and the second clutch.

[0015] In one exemplary embodiment of this application, the intermediate shaft transmission assembly includes a driven gear, an intermediate shaft, a driving gear, and an output gear. The driven gear is connected to the second clutch via the input gear, the driven gear is connected to the driving gear via the intermediate shaft, and the driving gear is connected to the differential via the output gear.

[0016] The drive system also includes a second gear, and the second motor is connected to the driven gear through the second gear.

[0017] In one exemplary embodiment of this application, the drive system includes a single-motor pure electric mode, a dual-motor pure electric mode, a series hybrid mode, and a parallel hybrid mode;

[0018] When in the single-motor pure electric mode, both the first clutch and the second clutch are disengaged, the engine and the first motor are not working, and the second motor is working.

[0019] When in the dual-motor pure electric mode, the first clutch is disengaged, the second clutch is engaged, the engine is not working, the first motor is working or following the motor, and the second motor is working.

[0020] When in the series hybrid mode, the first clutch is engaged, the second clutch is disengaged, both the engine and the second motor are working, and the first motor generates electricity.

[0021] When in the parallel hybrid mode, both the first clutch and the second clutch are engaged, and the engine, the first motor, and the second motor are all operating.

[0022] In one exemplary embodiment of this application, the driven gear is connected to the inner hub of the second clutch via the input gear.

[0023] In one exemplary embodiment of this application, the engine is connected to the inner hub of the first clutch.

[0024] A second aspect of this application provides a vehicle including a controller and a drive system as described in any of the preceding claims, wherein the engine, the first motor, and the second motor are connected to and controlled by the controller.

[0025] The drive system and vehicle described in this application have at least the following beneficial effects:

[0026] This drive system is highly integrated and compact, with multiple operating modes, covering both hybrid electric vehicle (HEV) and plug-in hybrid electric vehicle (PHEV) models, and can achieve good power and economy under different operating conditions.

[0027] In addition, the drive system stacks the two clutches together and shares the same outer hub, resulting in a high degree of integration and a compact structure.

[0028] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0029] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0030] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0031] Figure 1 A schematic diagram of the drive system provided in Embodiment 1 or Embodiment 4 of this application is shown;

[0032] Figure 2This shows a schematic diagram of the drive system provided in Embodiment 1 or Embodiment 4 of this application in single-motor pure electric mode;

[0033] Figure 3 This shows a schematic diagram of the drive system provided in Embodiment 1 or Embodiment 4 of this application in dual-motor pure electric mode;

[0034] Figure 4 This shows a schematic diagram of the drive system provided in Embodiment 1 or Embodiment 4 of this application in series hybrid mode;

[0035] Figure 5 This shows a schematic diagram of the drive system provided in Embodiment 1 or Embodiment 4 of this application in parallel hybrid mode;

[0036] Figure 6 This illustrates a schematic diagram of the structure of the first motor directly connected to the first input shaft, provided in Embodiment 2 or Embodiment 4 of this application;

[0037] Figure 7 A schematic diagram of the structure of the first clutch and the second clutch provided in Embodiment 3 or Embodiment 4 of this application, which are located inside the rotor of the first motor, is shown.

[0038] Explanation of reference numerals in the attached figures:

[0039] 10. Drive system;

[0040] 100. Engine; 110. Differential;

[0041] 121. First motor; 122. First gear pair; 123. First input shaft;

[0042] 131. Second motor; 132. Second gear;

[0043] 140. First clutch; 150. Second clutch; 160. Input gear;

[0044] 170. Intermediate shaft transmission assembly; 171. Driven gear; 172. Intermediate shaft; 173. Driving gear; 174. Output gear;

[0045] 180. Input axis. Detailed Implementation

[0046] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0047] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0048] In this application, unless otherwise expressly specified and limited, the terms "assembly," "connection," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0049] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0050] Example 1

[0051] See Figure 1 As shown, Embodiment 1 of this application provides a drive system 10, which includes an engine 100, a differential 110, a first motor 121, a second motor 131, a first clutch 140, a second clutch 150, an input gear 160, and an intermediate shaft transmission assembly 170, which is connected to the differential 110.

[0052] This drive system 10 can be applied to plug-in hybrid electric vehicles (PHEVs) or hybrid electric vehicles (HEVs) that are charged by an external power source.

[0053] The engine 100 is connected to the first clutch 140 via the input shaft 180. The first clutch 140 and the second clutch 150 are coaxially arranged and share the same outer hub. The second clutch 150 is connected to the intermediate shaft transmission assembly 170 via the input gear 160. That is, the second clutch 150 is connected to the differential 110 via the intermediate shaft transmission assembly 170, and thus acts on the wheel ends.

[0054] It should be noted that the first clutch 140 and the second clutch 150 may be friction clutch mechanisms such as wet clutches, or engagement clutch mechanisms such as claw clutches, and the clutches may be engaged or released by hydraulic control, for example.

[0055] In this embodiment, the engine 100 is connected to the inner hub of the first clutch 140 via an input shaft 180. The first clutch 140 and the second clutch 150 are coaxially arranged and share a set of outer hubs. By coaxially arranging the first clutch 140 and the second clutch 150 and sharing a set of outer hubs, the drive system 10 achieves a high degree of integration and a compact structure.

[0056] In this embodiment, the first motor 121 is connected to the second clutch 150. The second motor 131 is connected to the differential 110 via an intermediate shaft transmission assembly 170, that is, one end of the intermediate shaft transmission assembly 170 is connected to the input gear 160, and the other end is connected to the second motor 131.

[0057] The present application solution achieves a high degree of integration and a compact structure by coaxially arranging the first clutch 140 and the second clutch 150 and sharing the same outer hub.

[0058] In the embodiments of this application, see Figure 1 As shown, this drive system 10 also includes a first gear pair 122 and a first input shaft 123. The first motor 121 is connected to the outer hub of the second clutch 150 via the first gear pair 122 and the first input shaft 123. That is, the first motor 121 meshes with the first input shaft 123 via the first gear pair 122, and the first gear pair 122 is connected to the outer hub of the second clutch 150 via the first input shaft 123. Since the outer hub of the second clutch 150 and the outer hub of the first clutch 140 have the same structure, the first input shaft 123 is also connected to the outer hub of the first clutch 140.

[0059] In this embodiment, the first input shaft 123 is connected to the outer hub of the first clutch 140 and the second clutch 150 as a whole to improve the overall integration and make the overall structure compact.

[0060] In this embodiment, the intermediate shaft transmission assembly 170 includes a driven gear 171, an intermediate shaft 172, a driving gear 173, and an output gear 174. The driven gear 171 is connected to the driving gear 173 via the intermediate shaft 172, and the driving gear 173 is connected to the differential 110 via the output gear 174. Furthermore, the driven gear 171 is connected to the inner hub of the second clutch 150 via an input gear 160. The drive system 10 also includes a second gear 132, and a second motor 131 is connected to the driven gear 171 via the second gear 132.

[0061] In other words, one end of the driven gear 171 is connected to the inner hub of the second clutch 150 through the input gear 160, and the other end of the driven gear 171 is connected to the second motor 131 through the second gear 132.

[0062] It should be noted that the first motor 121 and the second motor 131 can be composed of motors with power generation function.

[0063] Based on the above structure, see Figures 2 to 5 As shown, this drive system 10 has five operating modes: single-motor pure electric mode, dual-motor pure electric mode, series hybrid mode, and parallel hybrid mode. These five operating modes can automatically switch between different modes based on the battery's SOC (State of Charge) value, vehicle speed, and wheel torque demand. The battery SOC value can be understood as the remaining battery charge level; that is, these five operating modes can automatically switch between different modes based on the remaining battery charge level, vehicle speed, and wheel torque demand.

[0064] In this embodiment of the application, when the drive system 10 is in single-motor pure electric mode: the first clutch 140 and the second clutch 150 are both disengaged, the engine 100 and the first motor 121 are not working, and the second motor 131 is working to establish the single-motor pure electric mode.

[0065] In the embodiments of this application, see Figure 2 As shown, both the first clutch 140 and the second clutch 150 are disengaged, the engine 100 and the first motor 121 are not operating, and the second motor 131 is operating. At this time, the second motor 131 outputs power to the differential 110 through the second gear 132, driven gear 171, intermediate shaft 172, driving gear 173, and output gear 174, thereby acting on the wheel ends to achieve single-motor pure electric mode. The following is the power transmission process of the second motor 131:

[0066] Second motor 131 → Second gear 132 → Driven gear 171 → Intermediate shaft 172 → Drive gear 173 → Output gear 174 → Differential 110.

[0067] In this embodiment of the application, when the drive system 10 is in the dual-motor pure electric mode: the first clutch 140 is in the disengaged state, the second clutch 150 is in the engaged state, the engine 100 is not working, the first motor 121 is working or following, and the second motor 131 is working to establish the dual-motor pure electric mode.

[0068] In the embodiments of this application, see Figure 3 As shown, the first clutch 140 is disengaged, the second clutch 150 is engaged, the engine 100 is not operating, the first motor 121 is operating or driven, and the second motor 131 is operating. When the first motor 121 is operating, it outputs power to the driven gear 171 via the first gear pair 122, the first input shaft 123, the second clutch 150, and the input gear 160. The driven gear 171 then outputs power to the differential 110 via the intermediate shaft 172, the driving gear 173, and the output gear 174, thereby acting on the wheel ends. The second motor 131 outputs power to the differential 110 via the second gear 132, the driven gear 171, the intermediate shaft 172, the driving gear 173, and the output gear 174, thereby acting on the wheel ends, to achieve a dual-motor pure electric mode. The following describes the power transmission process of the first motor 121 and the second motor 131:

[0069] First motor 121 → First gear pair 122 → First input shaft 123 → Second clutch 150 → Input gear 160 → Driven gear 171 → Intermediate shaft 172 → Driving gear 173 → Output gear 174 → Differential 110.

[0070] Second motor 131 → Second gear 132 → Driven gear 171 → Intermediate shaft 172 → Drive gear 173 → Output gear 174 → Differential 110.

[0071] In this embodiment of the application, when the drive system 10 is in series hybrid mode: the first clutch 140 is engaged, the second clutch 150 is disengaged, the engine 100 and the second motor 131 are both working, and the first motor 121 generates electricity to establish the series hybrid mode.

[0072] In the embodiments of this application, see Figure 4As shown, the first clutch 140 is engaged, the second clutch 150 is disengaged, the engine 100 is operating, the first motor 121 generates electricity, and the second motor 131 operates. At this time, the engine 100 outputs power to the first motor 121 for power generation via the input shaft 180, the first clutch 140, the first input shaft 123, and the first gear pair 122. The second motor 131 outputs power to the differential 110 via the second gear 132, the driven gear 171, the intermediate shaft 172, the driving gear 173, and the output gear 174, thereby acting on the wheel ends to achieve a series hybrid mode. The following describes the power transmission process of the engine 100 and the second motor 131:

[0073] Engine 100 → Input shaft 180 → First clutch 140 → First input shaft 123 → First gear pair 122 → First motor 121.

[0074] Second motor 131 → Second gear 132 → Driven gear 171 → Intermediate shaft 172 → Drive gear 173 → Output gear 174 → Differential 110.

[0075] It is worth mentioning that in series hybrid mode, the first motor 121 can generate electricity and can also be used to start the engine 100.

[0076] In this embodiment of the application, when the drive system 10 is in parallel hybrid mode: the first clutch 140 and the second clutch 150 are both engaged, and the engine 100, the first motor 121 and the second motor 131 are all working to establish parallel hybrid mode.

[0077] In the embodiments of this application, see Figure 5 As shown, both the first clutch 140 and the second clutch 150 are engaged, the engine 100 is operating, the first motor 121 is operating, and the second motor 131 is operating. At this time, the engine 100 outputs power to the input gear 160 via the input shaft 180 and the first clutch 140; the first motor 121 outputs power to the input gear 160 via the first gear pair 122, the first input shaft 123, and the second clutch 150. That is, the power coupled by the engine 100 and the first motor 121 is transmitted to the input gear 160, and the output gear transmits the combined power to the driven gear 171. The second motor 131 outputs power to the differential 110 via the second gear 132, the driven gear 171, the intermediate shaft 172, the driving gear 173, and the output gear 174, thereby acting on the wheel ends to achieve a parallel hybrid mode. The following describes the power transmission process of the engine 100, the first motor 121, and the second motor 131:

[0078] Engine 100 → Input shaft 180 → First clutch 140 → Input gear 160 → Driven gear 171 → Intermediate shaft 172 → Drive gear 173 → Output gear 174 → Differential 110.

[0079] First motor 121 → First gear pair 122 → First input shaft 123 → Second clutch 150 → Input gear 160 → Driven gear 171 → Intermediate shaft 172 → Driving gear 173 → Output gear 174 → Differential 110.

[0080] Second motor 131 → Second gear 132 → Driven gear 171 → Intermediate shaft 172 → Drive gear 173 → Output gear 174 → Differential 110.

[0081] It is worth mentioning that in this parallel hybrid mode, the first motor 121 and the second motor 131 can be in operation or in follow-up mode.

[0082] The above various modes are presented in the table below:

[0083]

[0084] Wherein, clutch C0 represents the first clutch 140, clutch C1 represents the second clutch 150, ICE represents the engine 100, EM1 represents the first motor 121, EM2 represents the second motor 131, ○ represents engagement, and × represents disengagement.

[0085] It is understandable that this drive system 10, adopting the above structure, has the following advantages:

[0086] First, this drive system 10 includes multiple operating modes such as single-motor pure electric mode, dual-motor pure electric mode, series hybrid mode and parallel hybrid mode, which can achieve good power and economy under different working conditions.

[0087] Second, by using two clutches stacked together and sharing a single input hub, the system achieves a high degree of integration and a compact structure.

[0088] Third, when switching between different working modes, the second motor 131 participates in the drive, so there is no power interruption.

[0089] Fourth, this drive system 10 can be applied to hybrid electric vehicle (HEV) models and plug-in hybrid electric vehicle (PHEV) models, and has good platform compatibility.

[0090] Fifth, the speed ratio from the second motor 131 to the wheel end of this drive system 10 is not coupled with the speed ratio from the engine 100 to the wheel end, and the optimal speed ratio is set for the engine 100 and the second motor 131 respectively.

[0091] Example 2

[0092] The difference between Embodiment 2 and Embodiment 1 is that in Embodiment 2, the drive system 10 includes a first motor 121 and a first input shaft 123. The first motor 121 is connected to the outer hub of the second clutch 150 through the first input shaft 123, that is, the first motor 121 is directly connected to the first input shaft 123. Figure 6 As shown. In other words, compared with embodiment one, embodiment two of this application reduces the first gear pair 122, reduces the gear structure, and makes the overall integration of the drive system 10 higher and the structure more compact.

[0093] In the dual-motor pure electric mode or parallel hybrid mode, the power transmission of the first motor 121 is as follows: the first motor 121 outputs power to the driven gear 171 through the first input shaft 123, the second clutch 150, and the input gear 160. The driven gear 171 then outputs power to the differential 110 through the intermediate shaft 172, the driving gear 173, and the output gear 174, thereby acting on the wheel ends. The power transmission process of the first motor 121 is as follows:

[0094] First motor 121 → First input shaft 123 → Second clutch 150 → Input gear 160 → Driven gear 171 → Intermediate shaft 172 → Driving gear 173 → Output gear 174 → Differential 110.

[0095] Example 3

[0096] The difference between Embodiment 3 and Embodiment 1 is that in Embodiment 2, the drive system 10 includes a first motor 121, which has a hollow rotor structure. The first clutch 140 and the second clutch 150 are located within the rotor structure. Figure 7 As shown. In other words, the gear transmission between the first motor 121 and the engine 100 is eliminated, and the first motor 121 is placed on the side of the engine 100. The rotor of the first motor 121 has a hollow structure. The first clutch 140 and the second clutch 150 are placed inside the rotor of the first motor 121 to achieve higher integration and make the structure more compact.

[0097] In the dual-motor pure electric mode or parallel hybrid mode, the power transmission of the first motor 121 is as follows: the first motor 121 outputs power to the driven gear 171 through the second clutch 150 and the input gear 160. Then, the driven gear 171 outputs power to the differential 110 through the intermediate shaft 172, the driving gear 173, and the output gear 174, thereby acting on the wheel ends. The power transmission process of the first motor 121 is as follows:

[0098] First motor 121 → Second clutch 150 → Input gear 160 → Driven gear 171 → Intermediate shaft 172 → Driving gear 173 → Output gear 174 → Differential 110.

[0099] Example 4

[0100] This application provides a vehicle in embodiment four, which includes a controller and a drive system 10 as described in embodiment one, two, or three, such as... Figure 1 , Figure 6 or Figure 7 As shown, the engine 100, the first motor 121, and the second motor 131 are connected to and controlled by the controller.

[0101] In the description of this specification, references to terms such as "some embodiments," "exemplarily," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. The illustrative expressions of the above terms in this specification do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0102] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application. Therefore, any changes or modifications made in accordance with the claims and description of this application should fall within the scope of this patent application.

Claims

1. A drive system comprising an engine and a differential, characterized in that, The drive system also includes a first motor, a second motor, a first clutch, a second clutch, an input gear, and an intermediate shaft transmission assembly connected to the differential; The engine is connected to the first clutch; The first clutch and the second clutch are coaxially arranged and share the same outer hub. The second clutch is connected to the intermediate shaft transmission assembly through the input gear. The first motor is connected to the second clutch; The second motor is connected to the differential via the intermediate shaft transmission assembly.

2. The drive system of claim 1, wherein, The drive system also includes a first gear pair and a first input shaft, and the first motor is connected to the outer hub of the second clutch through the first gear pair and the first input shaft.

3. The drive system of claim 1, wherein, The drive system also includes a first input shaft, through which the first motor is connected to the outer hub of the second clutch.

4. The drive system of claim 1, wherein, The first motor includes an internally hollow rotor structure, and the first clutch and the second clutch are disposed within the rotor structure.

5. The drive system of claim 2 or 3, wherein, The first input shaft is fixedly connected to the outer hubs of the first clutch and the second clutch.

6. Drive system according to any one of claims 2 to 4, characterized in that The intermediate shaft transmission assembly includes a driven gear, an intermediate shaft, a driving gear, and an output gear. The driven gear is connected to the second clutch via the input gear, the driven gear is connected to the driving gear via the intermediate shaft, and the driving gear is connected to the differential via the output gear. The drive system also includes a second gear, and the second motor is connected to the driven gear through the second gear.

7. The drive system of claim 6, wherein, The drive system includes a single-motor pure electric mode, a dual-motor pure electric mode, a series hybrid mode, and a parallel hybrid mode. When in the single-motor pure electric mode, both the first clutch and the second clutch are disengaged, the engine and the first motor are not working, and the second motor is working. When in the dual-motor pure electric mode, the first clutch is disengaged, the second clutch is engaged, the engine is not working, the first motor is working or following the motor, and the second motor is working. When in the series hybrid mode, the first clutch is engaged, the second clutch is disengaged, both the engine and the second motor are working, and the first motor generates electricity. When in the parallel hybrid mode, both the first clutch and the second clutch are engaged, and the engine, the first motor, and the second motor are all operating.

8. The drive system of claim 6, wherein, The driven gear is connected to the inner hub of the second clutch via the input gear.

9. The drive system of claim 1, wherein, The engine is connected to the inner hub of the first clutch.

10. A vehicle characterized by comprising: It includes a controller and a drive system as described in any one of claims 1 to 9, wherein the engine, the first motor, and the second motor are connected to and controlled by the controller.

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