1. A dual-motor multi-gear hybrid power transmission system is characterized by comprising an engine, a first motor, a second motor, a first clutch, a second clutch, a first planetary row, a second planetary row, a first input shaft, a second input shaft, a third input shaft and a brake assembly, wherein the first motor is connected with the second motor through the first clutch;

the first input shaft is connected with the engine through the first clutch;

the second input shaft is connected with the engine through the second clutch, and the second input shaft is sleeved outside the first input shaft in a hollow mode;

the first motor is connected with the engine;

the second motor is connected with the first planet row through the third input shaft;

the brake assembly is used for braking the first planetary row and/or the second planetary row.

2. The dual-motor multiple-gear hybrid transmission system according to claim 1, wherein the first planetary row comprises a first sun gear, a first carrier, a first planet gear and a first ring gear, the second planetary row comprises a second sun gear, a second carrier, a second planet gear and a second ring gear, the first carrier is connected with the second ring gear, and the second carrier is connected with the first ring gear.

3. The dual-motor multiple-gear hybrid transmission system according to claim 2, wherein the brake assembly includes a first brake coupled to the second carrier.

4. The dual-motor multiple-gear hybrid powertrain system of claim 2, wherein the brake assembly includes a second brake coupled to the second sun gear.

5. The dual-motor multiple-gear hybrid transmission system according to claim 4, further comprising a first countershaft, said first countershaft being hollow outside said first input shaft, said second brake being connected to said second sun gear via said first countershaft.

6. The dual-motor multiple-gear hybrid transmission system according to claim 2, further comprising a second countershaft connected to said second ring gear for power output.

7. The dual-motor multiple-gear hybrid transmission system according to claim 6, further comprising a differential coupled to the second intermediate shaft.

8. The dual-motor multiple-gear hybrid powertrain of claim 1, further comprising a torsional damper disposed between the engine and the first generator.

9. The dual-motor multiple-gear hybrid transmission system according to claim 1, wherein the first motor and the second motor are both connected to a power battery, and the dual-motor multiple-gear hybrid transmission system has any one or more of the following operating modes:

in the pure electric mode, the second motor is used as a driving motor to work by using the electric energy of the power storage battery, the engine does not work, and the first motor does not work;

in the series connection mode, the second motor serves as a driving motor and works by using the electric energy of the power storage battery, and the engine drives the first motor serving as a generator to supply power to the second motor or charge the power storage battery under a set working condition;

the parallel mode is adopted, the engine runs at a set economic working point, the second motor outputs power or charges the power storage battery according to the current power requirement or the electric quantity requirement of the power storage battery, and the first motor does not work;

In the power splitting mode, the second motor works as a driving motor by using the electric energy of the power storage battery, the engine works, and meanwhile, the engine drives the first motor as a generator to generate power for the second motor to use; or

The second motor works as a driving motor using the electric energy of the power storage battery, the engine works, and simultaneously the first motor works as a driving motor using the electric energy of the power storage battery.

10. A vehicle characterized in that it comprises a two-motor multiple-gear hybrid transmission system according to any one of claims 1 to 9.

Background

Because the traditional fuel vehicle consumes non-renewable resources and causes serious pollution, and the current pure electric vehicle has a bottleneck in battery technology, the hybrid vehicle gradually becomes the mainstream of vehicle development with the advantages of high practicability, environmental protection and the like. The hybrid power refers to a vehicle which uses two driving modes of gasoline driving and electric driving, and the key is a hybrid power system, and the performance of the hybrid power system is directly related to the whole vehicle performance of the hybrid power vehicle.

At present, a common hybrid power system usually adopts a fixed speed ratio, but the fixed speed ratio causes the engine not to work at the best economic point, and the power transmission performance is limited greatly.

Disclosure of Invention

The invention mainly aims to provide a double-motor multi-gear hybrid power transmission system, which aims to solve the problem of fixed speed ratio of the hybrid power system and improve the power transmission performance.

In order to achieve the purpose, the dual-motor multi-gear hybrid power transmission system comprises an engine, a first motor, a second motor, a first clutch, a second clutch, a first planetary gear train, a second planetary gear train, a first input shaft, a second input shaft, a third input shaft and a brake assembly, wherein the first motor is connected with the second motor through the first clutch;

The first input shaft is connected with the engine through the first clutch;

the second input shaft is connected with the engine through the second clutch, and the second input shaft is sleeved outside the first input shaft in a hollow mode;

the first motor is connected with the engine;

the second motor is connected with the first planet row through the third input shaft;

the brake assembly is used for braking the first planetary row and/or the second planetary row.

Optionally, the first planet carrier comprises a first sun gear, a first planet carrier, a first planet gear and a first gear ring, the second planet carrier comprises a second sun gear, a second planet carrier, a second planet gear and a second gear ring, the first planet carrier is connected with the second gear ring, and the second planet carrier is connected with the first gear ring.

Optionally, the brake assembly comprises a first brake, and the first brake is connected with the second planet carrier.

Optionally, the brake assembly includes a second brake coupled to the second sun gear.

Optionally, the dual-motor multi-gear hybrid power transmission system further comprises a first intermediate shaft, the first intermediate shaft is sleeved outside the first input shaft, and the second brake is connected with the second sun gear through the first intermediate shaft.

Optionally, the dual-motor multi-gear hybrid power transmission system further comprises a second intermediate shaft, and the second intermediate shaft is connected with the second gear ring and used for outputting power.

Optionally, the dual-motor multi-gear hybrid transmission system further comprises a differential, and the differential is connected with the second intermediate shaft.

Optionally, the dual-motor multi-gear hybrid transmission system further comprises a torsional damper disposed between the engine and the first generator.

Optionally, the first electric machine and the second electric machine are both connected to a power storage battery, and the dual-motor multi-gear hybrid power transmission system has any one or more of the following operating modes:

in the pure electric mode, the second motor is used as a driving motor to work by using the electric energy of the power storage battery, the engine does not work, and the first motor does not work;

in the series connection mode, the second motor serves as a driving motor and works by using the electric energy of the power storage battery, and the engine drives the first motor serving as a generator to supply power to the second motor or charge the power storage battery under a set working condition;

The parallel mode is adopted, the engine runs at a set economic working point, the second motor outputs power or charges the power storage battery according to the current power requirement or the electric quantity requirement of the power storage battery, and the first motor does not work;

in the power splitting mode, the second motor works as a driving motor by using the electric energy of the power storage battery, the engine works, and meanwhile, the engine drives the first motor as a generator to generate power for the second motor to use; or

The second motor works as a driving motor using the electric energy of the power storage battery, the engine works, and simultaneously the first motor works as a driving motor using the electric energy of the power storage battery.

The invention also provides a vehicle which comprises the double-motor multi-gear hybrid power transmission system.

According to the technical scheme, the two input shafts are sleeved together by adopting a double-clutch connection, wherein the first clutch is connected with the engine through the first input shaft, and the second clutch is connected with the engine through the second input shaft, so that the power of the engine is transmitted on the two input shafts and further transmitted to the first planet row and/or the second planet row. The second motor is connected with the first planetary row, so that the transmission of the power of the second motor to the first planetary row is realized. Furthermore, the transmission of power in the first planetary row and/or the second planetary row is controlled through the brake assembly, and meanwhile the engine is connected with the first motor to transmit the power of the engine to the first motor, so that multiple driving modes such as an electric power mode, a series mode, a parallel mode and a power splitting mode are achieved. Compared with the existing hybrid power transmission system, the problem of fixed speed ratio is solved. The speed ratio of the dual-motor multi-gear hybrid power transmission system can be flexibly adjusted according to different driving modes, the optimization of economy is met on the premise that the performance is not reduced, the engine works at the optimal working point, and on one hand, the power transmission performance is improved; on the other hand, the engine works more economically, and the transmission efficiency is improved. In addition, the first motor and the second motor have driving capability, on one hand, on the premise of reducing the performance of the second motor, the performance of the first motor is improved, and the cost is reduced; on the other hand, under the double-motor driving mode, the engine can flexibly enter the series connection to provide energy for the double motors, so that the driving power of the vehicle is stronger.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the structures shown in the drawings without creative efforts.

FIG. 1 is a schematic structural diagram of a first embodiment of a dual-motor multi-gear hybrid transmission system according to the present invention;

FIG. 2 is a schematic structural diagram of a second embodiment of a dual-motor multi-gear hybrid transmission system of the present invention;

FIG. 3 is a power path diagram for a pure electric first gear of the dual-motor multi-gear hybrid transmission system of FIG. 1;

FIG. 4 is a power path diagram for a pure second gear of the dual-motor multi-gear hybrid transmission system of FIG. 1;

FIG. 5 is a power path diagram of the dual-motor multiple-gear hybrid powertrain of FIG. 1 connected in series for first gear;

FIG. 6 is a power path diagram of the two-motor multiple-gear hybrid powertrain of FIG. 1 connected in series for second gear;

FIG. 7 is a power path diagram of the dual-motor multiple-gear hybrid transmission system of FIG. 1 connected in parallel for first gear;

FIG. 8 is a power path diagram for the two-motor multiple-gear hybrid powertrain of FIG. 1 with two gears connected in parallel;

FIG. 9 is a power path diagram for the parallel third gear of the dual-motor multiple-gear hybrid transmission system of FIG. 1;

FIG. 10 is a power path diagram for the parallel connection of four gears of the dual-motor multiple-gear hybrid transmission system of FIG. 1;

FIG. 11 is a power path diagram for the power-split mode of the dual-motor multi-speed hybrid powertrain of FIG. 1.

The reference numbers illustrate:

reference numerals	Name (R)	Reference numerals	Name (R)
				11	Engine	50	Differential gear
12	First motor	60	First planet row
				13	Second electric machine	61	First sun gear
21	First clutch	62	First planet carrier
				22	Second clutch	63	First planet wheel
31	First input shaft	64	First gear ring
				32	Second input shaft	70	Second planet row
33	Third input shaft	71	Second sun gear
				34	First intermediate shaft	72	Second planet carrier
35	Second intermediate shaft	73	Second planet wheel
				41	First brake	74	Second ring gear
42	Second brake

The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It should be noted that all the directional indicators (such as up, down, left, right, front, and rear … …) in the embodiment of the present invention are only used to explain the relative position relationship between the components, the movement situation, etc. in a specific posture (as shown in the drawing), and if the specific posture is changed, the directional indicator is changed accordingly.

In addition, the descriptions related to "first", "second", etc. in the present invention are for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In addition, "and/or" in the whole text includes three schemes, taking a and/or B as an example, including a technical scheme, and a technical scheme that a and B meet simultaneously; in addition, technical solutions between various embodiments may be combined with each other, but must be realized by a person skilled in the art, and when the technical solutions are contradictory or cannot be realized, such a combination should not be considered to exist, and is not within the protection scope of the present invention.

In recent years, hybrid vehicles have become the mainstream of vehicle development due to their advantages such as high utility and environmental friendliness. At present, a common hybrid power system usually adopts a fixed speed ratio, but the fixed speed ratio causes the engine not to work at the best economic point, and the power transmission performance is limited greatly. In view of this, the invention provides a dual-motor multi-gear hybrid power transmission system.

Referring to fig. 1, in the embodiment of the present invention, the dual-motor multi-gear hybrid power transmission system includes an engine 11, a first motor 12, a second motor 13, a first clutch 21, a second clutch 22, a first planetary gear train 60, a second planetary gear train 70, a first input shaft 31, a second input shaft 32, a third input shaft 33, and a brake assembly;

the first input shaft 31 is connected to the engine 11 through the first clutch 21, the second input shaft 32 is connected to the engine 11 through the second clutch 22, and the second input shaft 32 is fitted over the first input shaft 31. Specifically, the first input shaft 31 is fixedly connected with a driven plate of the first clutch 21, a driving plate of the first clutch 21 is connected with a flywheel of the engine 11, the combination of the first clutch 21 and the engine 11 can realize the transmission of the power of the engine 11 on the first input shaft 31, and the separation of the first clutch 21 and the engine 11 can realize the interruption of the power of the engine 11 on the first input shaft 31. The second input shaft 32 is fixedly connected with a driven plate of the second clutch 22, a driving plate of the second clutch 22 is connected with a flywheel of the engine 11, the combination of the second clutch 22 and the engine 11 can realize the transmission of the power of the engine 11 on the second input shaft 32, and the separation of the second clutch 22 and the engine 11 can realize the interruption of the power of the engine 11 on the second input shaft 32. The first input shaft 31 and the second input shaft 32 are coaxially arranged, the first input shaft 31 is a solid shaft, the second input shaft 32 is a hollow shaft, and the second input shaft 32 is sleeved outside the first input shaft 31 in a hollow manner, so that the first input shaft 31 and the second input shaft 32 can rotate relatively. The first clutch 21 and the second clutch 22 are DCT dual clutches, and specifically may be a dry DCT dual clutch or a wet DCT dual clutch; of course, the first clutch 21 and the second clutch 22 may also be two single clutches, in particular dog-tooth clutches or dry clutches.

The first motor 12 is connected to the engine 11, and specifically, a rotor shaft of the first motor 12 is spline-connected to an output shaft of a flywheel of the engine 11, so as to transmit power of the engine 11 to the first motor 12. The first electric motor 12 may be driven by the engine 11 to generate electric power as a generator, or may perform a driving function of driving the electric motor.

The second motor 13 is connected to the first planetary gear set 60 through the third input shaft 33, and specifically, the second motor 13 may perform a driving function as a driving motor, so that the driving power of the second motor 13 is transmitted to the first planetary gear set 60 through the third input shaft 33.

In one embodiment, a ratio gear may be added between the first electric machine 11 and the engine 11 to generate a step ratio, providing more gears for the dual-motor multi-gear hybrid transmission system, thereby providing more selectivity in the type selection of the engine 11 and the first electric machine 12. .

The first motor 12 and the second motor 13 both have driving capability, and the performance of the first motor 12 is improved on the premise of reducing the performance of the second motor 13, so that the overall cost of driving is reduced, and the driving mode of the double motors enables the engine 11 to flexibly enter driving work to provide energy for the double motors.

The brake assembly is used for braking the first planetary row 60 and/or the second planetary row 70, and particularly, the brake assembly is connected with the first planetary row 60 and/or the second planetary row 70, and when the brake assembly is connected with the first planetary row 60 and/or the second planetary row 70, power transmission in the first planetary row 60 and/or the second planetary row 70 can be achieved; when the brake assembly is disengaged from the first planetary row 60 and/or the second planetary row 70, the transmission of power within the first planetary row 60 and/or the second planetary row 70 may be interrupted.

According to the technical scheme, the two input shafts are sleeved together by adopting a double-clutch connection, wherein the first clutch 21 is connected with the engine 11 through the first input shaft 31, and the second clutch 22 is connected with the engine 11 through the second input shaft 32, so that the power of the engine 11 is transmitted on the two input shafts, and further transmitted to the first planet row 60 and/or the second planet row 70. The connection of the second motor 13 with the first planetary row 60 realizes the transmission of the power of the second motor 13 to the first planetary row 60. Further, the transmission of power to the first planetary gear set 60 and/or the second planetary gear set 70 is controlled by the brake assembly, and the engine 11 is connected to the first electric machine 12 to transmit the power of the engine 11 to the first electric machine 12, so that various driving modes such as an electric only mode, a series mode, a parallel mode, and a power split mode are realized. Compared with the existing hybrid power transmission system, the problem of fixed speed ratio is solved. The speed ratio of the dual-motor multi-gear hybrid power transmission system can be flexibly adjusted according to different driving modes, the optimization of economy is met on the premise that the performance is not reduced, the engine 11 works at the optimal working point, and on one hand, the power transmission performance is improved; on the other hand, the engine 11 is more economical to work, and the transmission efficiency is improved. In addition, the first motor 12 and the second motor 13 both have driving capability, on one hand, on the premise of reducing the performance of the second motor 13, the performance of the first motor 12 is improved, and the cost is reduced; on the other hand, in the dual-motor driving mode, the engine 11 can flexibly enter the series connection to provide energy for the dual motors, so that the driving power of the vehicle is stronger.

With reference to fig. 1, the first planetary row 60 includes a first sun gear 61, a first planet carrier 62, a first planet gear 63 and a first ring gear 64, and the second planetary row 70 includes a second sun gear 71, a second planet carrier 72, a second planet gear 73 and a second ring gear 74.

Specifically, the first sun gear 61 is connected to the second motor 13 via the third input shaft 33, the first carrier 62 is connected to the second ring gear 74, the first planetary gear 63 is fixed to the first carrier 62, and the first ring gear 64 is connected to the second carrier 72. The connection between the first planetary row 60 and the second planetary row 70 enables power to be transmitted between the first planetary row 60 and the second planetary row 70. The second sun gear 71 and the second planet carrier 72 are both connected with the brake assembly, and the second planet row 70 is connected with the brake assembly, so that the control of the brake assembly on the power transmission of the second planet row 70 is realized, and the control of the brake assembly on the power transmission of the first planet row 60 is further realized. The control of the brake assembly on the power transmission in the first planetary row 60 and/or the second planetary row 70 can realize a multi-gear driving mode, adapt to more actual working conditions, and enable the application range of the dual-motor multi-gear hybrid power transmission system to be wider.

With continued reference to fig. 1, further, the brake assembly includes a first brake 41, and the first brake 41 is connected to the second carrier 72. Specifically, the first brake 41 is splined to the second input shaft 32 via its friction plate, the steel plate of the first brake 41 is splined to the transmission case, and the rotating portion of the first brake 41 is connected to the second carrier 72. In this manner, the control of the power transmission or interruption in the first planetary gear row 60 is achieved by controlling the engagement or disengagement of the first brake 41 with or from the second carrier 72.

The brake assembly further includes a second brake 42, the second brake 42 being connected to the second sun gear 71. Specifically, the steel plate of the second brake 42 is connected to the transmission housing through a spline, the dual-motor multi-gear hybrid power transmission system further comprises a first intermediate shaft 34, the first intermediate shaft 34 is sleeved outside the first input shaft 31, and the second brake 42 is connected with the second sun gear 71 through the first intermediate shaft 34. In this manner, the control of the power transmission or interruption in the second planetary row 70 is achieved by controlling the engagement or disengagement of the second brake 42 with or from the second sun gear 71.

With reference to fig. 1, the dual-motor multi-gear hybrid transmission system further includes a second intermediate shaft 35, and the second intermediate shaft 35 is connected to the second ring gear 74 for outputting power. The dual-motor multi-gear hybrid transmission system further comprises a differential 50, and the differential 50 is connected with the second intermediate shaft 35. In this way, after the power of the engine 11 and/or the first electric machine 12 and/or the second electric machine 13 is transmitted through the input shaft and the planetary gear train, the power is transmitted to the second intermediate shaft 35 through the second ring gear 74, then transmitted to the differential 50, then transmitted to the half shaft through the differential 50, and finally output to the wheels, so as to drive the vehicle.

Further, to reduce the natural frequency of the torsional vibration of the drive train, the dual-motor multi-gear hybrid drive train further includes a torsional damper (not shown) disposed between the engine 11 and the first generator. The torsional vibration damper can reduce the torsional rigidity of the joint part of the crankshaft of the engine 11 and the transmission system, thereby reducing the torsional vibration natural frequency of the transmission system; the torsional damping of the transmission system is increased, the corresponding amplitude of torsional resonance is inhibited, and transient torsional vibration generated by impact is attenuated; controlling torsional vibration of a clutch and a transmission shafting when the power transmission assembly idles, and eliminating idle speed noise of the transmission and torsional vibration and noise of a main speed reducer and the transmission; and the torsional impact load of the transmission system under an unstable working condition can be alleviated, and the engagement smoothness of the clutch is improved.

With continued reference to fig. 1, the first electric machine 12 and the second electric machine 13 are both connected to a power storage battery (not shown), and the dual-motor multi-gear hybrid transmission system has any one or more of the following operating modes:

in the pure electric mode, the second motor 13 is used as a driving motor to work by using electric energy of a power storage battery, the engine 11 does not work, and the first motor 12 does not work.

In the series mode, the second motor 13 works as a driving motor by using the electric energy of the power storage battery, and the engine 11 drives the first motor 12 as a generator to supply power to the second motor 13 or charge the power storage battery under a set working condition. The set operating condition may be a condition where power of the power storage battery is insufficient.

In the parallel mode, the engine 11 operates at a set economic working point, the second motor 13 outputs power or charges the power storage battery according to the current power requirement or the electric quantity requirement of the power storage battery, and the first motor 12 does not work. The engine 11 is operated at a set economic operating point, specifically, the engine 11 is driven at an operating point with low fuel consumption, and the fuel consumption can be determined according to an engine fuel consumption map.

In the power splitting mode, the second motor 13 serves as a driving motor and works by using the electric energy of the power storage battery, the engine 11 works, and meanwhile, the engine 11 drives the first motor 12 serving as a generator to generate electricity for the second motor 13 to use; or

The second electric machine 13 operates as a drive motor using electric power from the power storage battery, the engine 11 operates, and the first electric machine 12 operates as a drive motor using electric power from the power storage battery.

Example one

Specifically, the dual-motor multi-gear hybrid power transmission system can realize multi-gear operation in the pure electric mode, the series mode, the parallel mode and the power splitting mode, and in this embodiment, a pure electric first gear, a pure electric second gear, a series first gear, a series second gear, a parallel first gear, a parallel second gear, a parallel third gear, a parallel fourth gear and a power splitting mode are taken as an example, and a total of nine gears are described.

The operating conditions of the first embodiment are shown in table 1:

TABLE 1 operating State Table for first embodiment of Dual-Motor Multi-Shift hybrid Transmission System

Fig. 3 to 11 correspond to power paths of the dual-motor multi-gear hybrid power transmission system in the pure electric first gear, the pure electric second gear, the series first gear, the series second gear, the parallel first gear, the parallel second gear, the parallel third gear, the parallel fourth gear, and the power splitting mode in sequence, and the bold lines in each figure are power paths.

Referring to fig. 3, in the present embodiment, when the first brake 41 is engaged, the second carrier 72 is fixed, the second motor 13 drives the first sun gear 61, the power is transmitted to the second ring gear 74 through the first planet gear 63 and the first carrier 62, and the power is transmitted to the second intermediate shaft 35 and then to the differential 50 by the second ring gear 74.

Referring to fig. 4, in the second embodiment, when the pure electric second gear is in the first gear, the second brake 42 is engaged, the second sun gear 71 is fixed, the second motor 13 drives the first sun gear 61, and a part of the power is transmitted to the second ring gear 74 through the first planet gear 63 and the first planet carrier 62; the other part of the power is transmitted to the first gear ring 64 from the first planet carrier 62, and then transmitted to the second planet carrier 72 and the second gear ring 74 from the first gear ring 64; the second ring gear 74 in turn transmits power to the second intermediate shaft 35 and thus to the differential 50.

Referring to fig. 5, in the embodiment, when the first gear is connected in series, the first brake 41 is engaged, the second planet carrier 72 is fixed, the second motor 13 drives the first sun gear 61, the power is transmitted to the second ring gear 74 through the first planet gear 63 and the first planet carrier 62, and the second ring gear 74 transmits the power to the second intermediate shaft 35 and further to the differential 50; the engine 11 operates to drive the first electric machine 12 as a generator to generate electricity to charge the power storage battery.

Referring to fig. 6, in the second gear, in the present embodiment, when the second brake 42 is engaged, the second sun gear 71 is fixed, the second motor 13 drives the first sun gear 61, and a part of the power is transmitted to the second ring gear 74 through the first planet gears 63 and the first planet carrier 62; the other part of the power is transmitted to the first gear ring 64 from the first planet carrier 62, and then transmitted to the second planet carrier 72 and the second gear ring 74 from the first gear ring 64; the second ring gear 74 transmits power to the second intermediate shaft 35 and further to the differential 50; the engine 11 operates to drive the first electric machine 12 as a generator to generate electricity to charge the power storage battery.

Referring to fig. 7, in the embodiment, when the first gear is connected in parallel, the first brake 41 is engaged, the second planet carrier 72 is fixed, the second motor 13 drives the first sun gear 61, the first sun gear 61 transmits power to the second ring gear 74 through the first planet gear 63 and the first planet carrier 62, and the second ring gear 74 transmits power to the second intermediate shaft 35 and further to the differential 50;

Meanwhile, the first clutch 21 is engaged, the engine 11 transmits power to the first input shaft 31 through the first clutch 21, then the power is transmitted to the first sun gear 61, the first planetary gear 63 and the first carrier 62, the power is transmitted to the second ring gear 74, and the second ring gear 74 transmits power to the second intermediate shaft 35, and then the power is transmitted to the differential 50.

Referring to fig. 8, in the present embodiment, the second gear is connected in parallel, the second brake 42 is engaged, the second sun gear 71 is fixed, the second motor 13 drives the first sun gear 61, and the first sun gear 61 transmits a part of power to the second ring gear 74 through the first planet gear 63 and the first carrier 62; the other part of the power is transmitted to the first gear ring 64 from the first planet carrier 62, and then transmitted to the second planet carrier 72 and the second gear ring 74 from the first gear ring 64; the second ring gear 74 transmits power to the second intermediate shaft 35 and further to the differential 50;

meanwhile, the first clutch 21 is engaged, the engine 11 transmits power to the first input shaft 31 through the first clutch 21 and further to the first sun gear 61, and the first sun gear 61 transmits a part of the power to the second ring gear 74 through the first planet gear 63 and the first carrier 62; the other part of the power is transmitted to the first gear ring 64 from the first planet carrier 62, and then transmitted to the second planet carrier 72 and the second gear ring 74 from the first gear ring 64; the second ring gear 74 in turn transmits power to the second intermediate shaft 35 and thus to the differential 50.

Referring to fig. 9, in the embodiment, the third gear is connected in parallel, the first brake 41 is disengaged, the second brake 42 is disengaged, the second motor 13 drives the first sun gear 61, and the first sun gear 61 transmits a part of power to the second ring gear 74 through the first planet gear 63 and the first carrier 62; the other part of the power is transmitted to the first gear ring 64 from the first planet carrier 62, and then transmitted to the second planet carrier 72 and the second gear ring 74 from the first gear ring 64; the second ring gear 74 transmits power to the second intermediate shaft 35 and further to the differential 50;

meanwhile, the first clutch 21 is engaged, the engine 11 transmits power to the first input shaft 31 through the first clutch 21 and further to the first sun gear 61, and the first sun gear 61 transmits a part of the power to the second ring gear 74 through the first planet gear 63 and the first carrier 62; the other part of the power is transmitted to the first gear ring 64 from the first planet carrier 62, and then transmitted to the second planet carrier 72 and the second gear ring 74 from the first gear ring 64; the second ring gear 74 transmits power to the second intermediate shaft 35 and further to the differential 50;

meanwhile, the second clutch 22 is engaged, the engine 11 transmits power to the second input shaft 32 through the second clutch 22, and then to the second planet carrier 72 and the second ring gear 74, and the second ring gear 74 transmits power to the second intermediate shaft 35, and then to the differential 50.

Referring to fig. 10, in the present embodiment, the fourth gear is connected in parallel, the second brake 42 is engaged, the second sun gear 71 is fixed, the second motor 13 drives the first sun gear 61, and the first sun gear 61 transmits a part of power to the second ring gear 74 through the first planet gear 63 and the first carrier 62; the other part of the power is transmitted to the first gear ring 64 from the first planet carrier 62, and then transmitted to the second planet carrier 72 and the second gear ring 74 from the first gear ring 64; the second ring gear 74 transmits power to the second intermediate shaft 35 and further to the differential 50;

meanwhile, the second clutch 22 is combined, a part of the power of the engine 11 is transmitted to the second input shaft 32 through the second clutch 22, and then transmitted to the second planet carrier 72 and the second gear ring 74, and the second gear ring 74 transmits the power to the second intermediate shaft 35, and then transmitted to the differential 50;

meanwhile, the other part of the power of the engine 11 drives the first motor 12 as a generator to generate electricity, and charges the power storage battery.

Referring to fig. 11, in the power splitting mode, the first brake 41 is disengaged, the second brake 42 is disengaged, the second motor 13 drives the first sun gear 61, and the first sun gear 61 transmits a part of power to the second ring gear 74 through the first planet gear 63 and the first carrier 62; the other part of the power is transmitted to the first gear ring 64 from the first planet carrier 62, and then transmitted to the second planet carrier 72 and the second gear ring 74 from the first gear ring 64; the second ring gear 74 transmits power to the second intermediate shaft 35 and further to the differential 50;

Meanwhile, the second clutch 22 is combined, a part of the power of the engine 11 is transmitted to the second input shaft 32 through the second clutch 22, and then transmitted to the second planet carrier 72 and the second gear ring 74, and the second gear ring 74 transmits the power to the second intermediate shaft 35, and then transmitted to the differential 50;

meanwhile, another part of the power of the engine 11 drives the first electric machine 12 as a generator to generate electricity, and is provided to the second electric machine 13 for driving the second electric machine 13;

meanwhile, the first motor 12 may also participate in driving as a driving motor.

When each gear is switched, the gear shifting can be realized by using a DCT (dual clutch transmission) gear shifting mode, and the gear shifting can be realized by regulating and controlling the first motor 12 and/or the second motor 13, so that the operability is extremely high, and the gear shifting decoupling operation is simpler and more convenient.

In each mode and gear, the first electric machine 12 and the second electric machine 13 can be used for energy recovery, and specifically, the first electric machine 12 and the second electric machine 13 can convert kinetic energy of vehicle sliding into electric energy and store the electric energy into a power storage battery for use when the first electric machine 12 and/or the second electric machine 13 are driven.

The nine gears can adapt to various road conditions, and the requirements of different driving states are met. The road conditions suitable for each gear are as follows:

When the vehicle speed is in the interval of 0-40 km/h: when the small torque is output, a pure electric first gear can be used, and when the SOC electric quantity is lower than a threshold value, a series first gear can be used for charging and driving; when large torque is output, a parallel first gear can be used.

When the vehicle speed is in the interval of 40-60 km/h: when the small torque is output, a pure electric second gear can be used, and when the SOC electric quantity is lower than a threshold value, a series second gear charging running vehicle can be used; when large torque is output, a parallel second gear can be used.

When the vehicle speed is in the interval of 60-120 km/h: when the small torque is output, the vehicle can run in a power split mode; when large torque is output, three gears can be connected in parallel.

When the vehicle speed is in the interval of 120-160 km/h: when the output torque is small, the parallel connection four gears can be used, and when the SOC electric quantity is lower than a threshold value, the vehicle can run in a power distribution mode; when large torque is output, a parallel third gear or a parallel fourth gear can be used.

When the vehicle speed is in the 160-max km/h interval: when small/large torque is output, the power split mode may be used.

All gears can realize pure electric mode, series mode, parallel mode and power split mode when the vehicle speed is proper, multi-gear full mode of the double-motor multi-gear hybrid power transmission system is realized, and the requirements of different driving states are met.

Of course, the adaptive relationship between the gears and the road conditions is not limited to the above situation, and different gear distribution modes can be arranged for different road conditions according to oil consumption and power, so that the adaptive relationship between the gears and the road conditions is not limited.

Example two

Referring to fig. 2, the dual-motor multi-gear hybrid power transmission system can achieve multi-gear operation in a pure electric mode, a series mode, a parallel mode and a power split mode. In this embodiment, the pure electric first gear, the series first gear, the parallel third gear, and the power splitting mode can be realized, and the total number of the five gears is five.

The difference from the first embodiment is that the second brake 42 is eliminated and the second sun gear 71 is freely sleeved on the first input shaft 31. The gears of pure electric second gear, series second gear, parallel second gear and parallel fourth gear are reduced, and the power transmission paths of other gears are unchanged.

Other features in this embodiment are the same as those in the first embodiment, and are not described again here.

The present invention further provides a vehicle (not shown), which includes a dual-motor multi-gear hybrid transmission system, and the specific structure of the dual-motor multi-gear hybrid transmission system refers to the above embodiments, and since the vehicle adopts all the technical solutions of all the above embodiments, the vehicle at least has all the beneficial effects brought by the technical solutions of the above embodiments, and details are not repeated herein.

The above description is only an alternative embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications and equivalents of the present invention, which are made by the contents of the present specification and the accompanying drawings, or directly/indirectly applied to other related technical fields, are included in the scope of the present invention.