CN116811560A - Infinitely variable speed double-motor multimode mixed dynamic system - Google Patents

Abstract

The application relates to a stepless speed change double-motor multimode mixed dynamic system, which belongs to the technical field of hybrid electric vehicles and comprises a speed change transmission structure, wherein the speed change transmission structure comprises a speed changer, a through hole along the axial direction is arranged in an input shaft of the speed changer, a transmission shaft is rotationally connected in the through hole, and the transmission shaft is selectively connected or disconnected with an engine and a first motor in a transmission way; a first clutch actuator to engage or disengage the drive shaft and the input shaft of the transmission; and the input end of the final power output mechanism is in transmission connection with the output end of the transmission. The engine can be disconnected with the transmission shaft when the engine is started, so that the engine is completely decoupled in the starting process, and the starting torque redundancy is high; the transmission shaft is disconnected from the transmission input shaft through the first clutch actuator, and the engine directly drives the first motor through the transmission shaft to generate electricity, so that the energy conversion and utilization rate are high; meanwhile, the transmission shaft is positioned in the through hole of the transmission input shaft, and the arrangement space is higher than the arrangement redundancy of the traditional fuel oil engine.

Description

Infinitely variable speed double-motor multimode mixed dynamic system

Technical Field

The application relates to the technical field of hybrid electric vehicles, in particular to a stepless speed change double-motor multimode hybrid system.

Background

The hybrid power driving system is a hybrid power driving system with pure electric driving, pure engine driving and hybrid driving capabilities, and mainly realizes the switching among various powers through a transmission structure. How to couple the power of the engine and the motor and how to coordinate the coupling output of the power source are both good in power performance and economy, which is a difficulty of the related technology.

In the related art, a hybrid device and a vehicle are provided in the publication CN 214355506U. The hybrid power device is used for a vehicle and comprises an electric driving mechanism, wherein the electric driving mechanism is used for driving wheels of the vehicle; the power generation mechanism is used for being connected with an engine of the vehicle; a continuously variable transmission mechanism for adjusting a speed of the vehicle; a clutch pack; the clutch is in a combined state, and the power generation mechanism and the engine are connected with the electric driving mechanism through the stepless speed change mechanism; the clutch is in a separated state, and the power generation mechanism and the engine are separated from the electric driving mechanism.

However, the engine cannot be decoupled from the generator and the continuously variable transmission mechanism in the starting process, so that the actual starting torque is large, and the starting torque redundancy is low; meanwhile, when the vehicle is parked for power generation, the stepless speed change mechanism always follows rotation, so that energy waste exists, and the energy utilization rate is low.

Disclosure of Invention

The embodiment of the application provides a stepless speed change double-motor multimode mixed system, which aims to solve the problems that in the related art, an engine cannot be decoupled with a generator and a stepless speed change mechanism in the starting process, the actual starting torque is large, and the starting torque redundancy is low; meanwhile, when the vehicle is parked for power generation, the stepless speed change mechanism always follows rotation, so that energy waste exists, and the problem of low energy utilization rate is caused.

The embodiment of the application provides a stepless speed change double-motor multimode mixing system, which comprises:

the variable speed transmission structure comprises a speed changer, a through hole along the axial direction is arranged in an input shaft of the speed changer, a transmission shaft is rotationally connected in the through hole, and the transmission shaft is selectively connected with or disconnected from an engine and a first motor in a transmission manner;

a first clutch actuator located between the drive shaft and the input shaft of the transmission to engage or disengage the drive shaft and the input shaft of the transmission;

and the output end of the final power output mechanism is used for driving one axle of the hybrid electric vehicle to move, and the input end of the final power output mechanism is in transmission connection with the output end of the transmission.

In some embodiments, a second motor is drivingly connected to the input shaft of the transmission.

In some embodiments, a second clutch actuator is provided between the propeller shaft and the engine output shaft for connecting or disconnecting the propeller shaft and the engine transmission.

In some embodiments, a third clutch actuator is disposed between the drive shaft and the first motor for drivingly connecting or disconnecting the drive shaft and the first motor.

In some embodiments, the first, second, and third clutch actuators are any one or more of a synchronizer, a wet clutch, or a dog clutch.

In some embodiments, the transmission is a continuously variable transmission.

In some embodiments, the variable speed drive structure further includes a first reduction mechanism disposed between the first motor and the third clutch actuator.

In some embodiments, the first reduction mechanism includes a first gear coupled to the output of the second motor and a second gear engaged with the first gear, the second gear coupled to the third clutch actuator via a first shaft.

In some embodiments, the final power output mechanism is a differential assembly, and the variable speed drive further includes a second reduction mechanism disposed between the output of the transmission and the differential assembly.

In some embodiments, the second speed reducing mechanism includes a second rotating shaft connected with the output end of the transmission and a third rotating shaft parallel to the second rotating shaft, a fourth gear is arranged on the second rotating shaft, a fifth gear (214) meshed with the fourth gear and a sixth gear located at one side of the fifth gear are arranged on the third rotating shaft, and a seventh gear connected with the differential assembly is meshed on the sixth gear.

The technical scheme provided by the application has the beneficial effects that:

the embodiment of the application provides a stepless speed change double-motor multimode mixed system, which is characterized in that a speed change transmission structure comprises a speed changer, a through hole along the axial direction is arranged in an input shaft of the speed changer, a transmission shaft is rotationally connected in the through hole, and the transmission shaft is selectively connected or disconnected with an engine and a first motor in a transmission way; a first clutch actuator located between the drive shaft and the input shaft of the transmission to engage or disengage the drive shaft and the input shaft of the transmission; and the output end of the final power output mechanism is used for driving one axle of the hybrid electric vehicle to move, and the input end of the final power output mechanism is in transmission connection with the output end of the transmission.

Therefore, the engine can be disconnected with the transmission shaft when the engine is started, so that the engine is completely decoupled in the starting process, excessive starting torque is not needed, the starting torque redundancy is high, and the driving comfort is ensured; meanwhile, when the vehicle is in parking power generation, the transmission shaft is disconnected from the input shaft of the transmission through the first clutch actuator, the engine can directly drive the first motor through the transmission shaft to generate power, the transmission is not required to be driven to rotate, and the energy conversion and utilization rate are high; meanwhile, the transmission shaft is positioned in the through hole of the transmission input shaft, and the arrangement space is higher than the arrangement redundancy of the traditional fuel oil engine.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of an embodiment of the present application;

FIG. 2 is a schematic energy flow diagram of a pure electric (economy mode) of an embodiment of the application;

FIG. 3 is a schematic energy flow diagram of a pure electric (high energy mode) according to an embodiment of the present application;

FIG. 4 is a schematic energy flow diagram of a series increase (power generation mode) according to an embodiment of the present application;

FIG. 5 is a schematic energy flow diagram of an engine direct drive mode according to an embodiment of the present application;

FIG. 6 is a schematic diagram of parallel (economy mode) energy flow according to an embodiment of the present application;

FIG. 7 is a schematic diagram of the parallel (high energy mode) energy flow of an embodiment of the present application;

FIG. 8 is a schematic energy flow diagram of an energy recovery mode according to an embodiment of the present application;

fig. 9 is a schematic diagram of a mixing operation of an embodiment of the present application.

In the drawings, the list of components represented by the various numbers is as follows:

10. a transmission; 11. a through hole; 12. a transmission shaft; 13. an engine; 14. a first motor; 15. a first clutch actuator; 16. a final power take-off mechanism; 17. a second motor; 18. a second clutch actuator; 19. a third clutch actuator;

20. a first reduction mechanism; 201. a first gear; 202. a second gear; 203. a first rotating shaft;

21. a second reduction mechanism; 211. a second rotating shaft; 212. a third rotating shaft; 213. a fourth gear; 214. a fifth gear; 215. a sixth gear; 216. and a seventh gear.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments of the present application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

The embodiment of the application provides a stepless speed change double-motor multimode hybrid system, which can solve the problems that an engine cannot be decoupled with a generator and a stepless speed change mechanism in the starting process in the related art, and the actual starting torque is large, so that the starting torque redundancy is low; meanwhile, when the vehicle is parked for power generation, the stepless speed change mechanism always follows rotation, so that energy waste exists, and the problem of low energy utilization rate is caused.

Referring to fig. 1, an embodiment of the present application provides a continuously variable transmission dual-motor multi-mode hybrid system, including:

the variable speed transmission structure comprises a speed changer 10, a through hole 11 along the axial direction is arranged in an input shaft of the speed changer 10, a transmission shaft 12 is rotatably connected in the through hole 11, and the transmission shaft 12 is selectively in transmission connection or disconnection with an engine 13 and a first motor 14;

a first clutch actuator 15 located between the drive shaft 12 and the input shaft of the transmission 10 to engage or disengage the drive shaft 12 and the input shaft of the transmission 10;

the final drive output 16 has an output for driving an axle of the hybrid vehicle into motion and an input which is in driving connection with the output of the transmission 10.

The variable speed transmission structure of the stepless speed change double-motor multi-mode hybrid system comprises a speed changer 10, wherein a through hole 11 along the axial direction is arranged in an input shaft of the speed changer 10, a transmission shaft 12 is rotatably connected in the through hole 11, and the transmission shaft 12 is selectively in transmission connection or disconnection with an engine 13 and a first motor 14; a first clutch actuator 15 located between the drive shaft 12 and the input shaft of the transmission 10 to engage or disengage the drive shaft 12 and the input shaft of the transmission 10; the final drive output 16 has an output for driving an axle of the hybrid vehicle into motion and an input which is in driving connection with the output of the transmission 10.

Specifically, when the engine 13 is started, the engine 13 and the transmission shaft 12 are disconnected, so that the engine 13 is completely decoupled in the starting process; when the vehicle is in parking power generation, the transmission shaft 12 is disconnected from the input shaft of the transmission 10 through the first clutch actuator 15, and the engine 13 can directly drive the first motor 14 through the transmission shaft 12 to generate power, so that the energy conversion and the utilization rate are improved; the transmission shaft 12 is positioned in the through hole 11 of the input shaft of the transmission 10, so that the space utilization rate is improved.

The first motor 14 of the present application may be used as a generator to generate electricity or as a driving motor to drive.

The engine 13 and the first motor 14 are connected with the transmission shaft 12, and when the transmission shaft 12 is combined with the input shaft of the transmission 10 through the first clutch actuator 15, the power of the engine 13 and the power of the first motor 14 can be transmitted to the final power output mechanism 16 through the transmission 10, so that the high-efficiency operation of the whole vehicle is ensured, the excellent NVH performance is met, and the excellent power correspondence of the whole vehicle is ensured; the pure electric drive or the direct drive mode of the engine 13 may be realized by connecting one of the first electric motor 14 and the engine 13 to the propeller shaft 12, and coupling the propeller shaft 12 and the input shaft of the transmission 10 by the first clutch actuator 15; or when the engine 13 is in the direct drive mode, the first motor 14 can be selectively connected, and the power rich in the engine 13 is transmitted to the first motor 14 for power generation and storage.

In some alternative embodiments: referring to fig. 1, an embodiment of the present application provides a continuously variable dual-motor multi-mode hybrid system, in which a second motor 17 is drivingly connected to an input shaft of a transmission 10 of the continuously variable dual-motor multi-mode hybrid system.

The input shaft of the transmission 10 in the embodiment of the present application is connected with the second motor 17 in a driving manner, and it should be noted that the second motor 17 may be used as a generator to generate electricity or be used as a driving motor to drive.

For example, when the vehicle is in a coasting or braking driving condition, the final power output mechanism 16 drives the transmission 10 to reverse the second motor 17 to achieve energy recovery and store the energy in the battery pack.

When the first clutch actuator 15 disconnects the transmission shaft 12 from the input shaft of the transmission 10, the second motor 17 can drive the vehicle to move through the transmission 10 and the final power output mechanism 16, so that a pure electric mode is realized, and at the moment, the engine 13 can be connected with the first engine 13 through the transmission shaft 12 to generate electricity, so that a series range-extending mode is realized.

In some alternative embodiments: referring to fig. 1, an embodiment of the present application provides a continuously variable dual-motor multimode hybrid system, which further includes a second clutch actuator 18 disposed between the transmission shaft 12 and the output shaft of the engine 13, and the second clutch actuator 18 is used to drivingly connect or disconnect the transmission shaft 12 and the engine 13.

The second clutch actuator 18 of the embodiment of the present application is used to connect or disconnect the transmission shaft 12 and the engine 13, and in particular, when the second clutch actuator 18 disconnects the transmission shaft 12 and the engine 13, the engine 13 can be completely decoupled during the starting process.

Illustratively, when the second clutch actuator 18 drivingly connects the propeller shaft 12 and the engine 13 and the first clutch actuator 15 drivingly couples the propeller shaft 12 and the input shaft of the transmission 10, the driving forces of the engine 13 and the second motor 17 may be superimposed and transmitted to the final power output mechanism 16 through the transmission 10 to drive the vehicle to move, achieving the parallel drive mode.

In some alternative embodiments: referring to fig. 1, an embodiment of the present application provides a continuously variable dual-motor multi-mode hybrid system, which further includes a third clutch actuator 19 disposed between the transmission shaft 12 and the first motor 14, and the third clutch actuator 19 is used to drivingly connect or disconnect the transmission shaft 12 and the first motor 14.

The third clutch actuator 19 of the embodiment of the present application is used to connect or disconnect the transmission shaft 12 and the first motor 14 in a transmission manner, and specifically, when the third clutch actuator 19 is used to disconnect the transmission shaft 12 and the second motor 17, that is, when the second motor 17 does not work, the rotor of the third clutch actuator will not rotate with the engine 13 or the transmission 10, so that the reduction of the service life of the rotor bearing of the motor can be avoided, and the system loss can be reduced.

The first clutch actuator 15, the second clutch actuator 18 and the third clutch actuator 19 are preferably any one or more of a synchronizer, a wet clutch or a dog clutch.

In some alternative embodiments: referring to fig. 1, an embodiment of the present application provides a continuously variable dual-motor multi-mode hybrid system, and a transmission 10 of the continuously variable dual-motor multi-mode hybrid system is a continuously variable transmission.

The transmission 10 in the embodiment of the application is a continuously variable transmission (CVT for short) for adjusting the output speed of a vehicle, belongs to the prior art, can improve the problem of single speed ratio when the vehicle is driven, and can expand the efficient operation interval of the engine 13 to a certain extent by increasing the speed ratio to realize the direct-drive multi-gear mode of the engine 13, thereby improving the fuel economy of a hybrid system.

In some alternative embodiments: referring to fig. 1, an embodiment of the present application provides a continuously variable dual-motor multi-mode hybrid system, and the variable transmission structure of the continuously variable dual-motor multi-mode hybrid system further includes a first reduction mechanism 20 disposed between the first motor 14 and the third clutch actuator 19.

The first reduction mechanism 20 of the embodiment of the present application includes a first gear 201 fixed at the output end of the second motor 17 and a second gear 202 meshed with the first gear 201, the second gear 202 is fixed on a first rotating shaft 203, and the first rotating shaft 203 is fixedly connected with one end of the third clutch actuator 19.

In some alternative embodiments: referring to fig. 1, an embodiment of the present application provides a continuously variable dual-motor multi-mode hybrid system, in which the final power output mechanism 16 is a differential assembly, and the variable speed drive structure further includes a second reduction mechanism 21 disposed between the output end of the transmission 10 and the differential assembly.

The second speed reducing mechanism 21 of the embodiment of the application comprises a second rotating shaft 211 connected with the output end of the transmission 10 and a third rotating shaft 212 arranged in parallel with the second rotating shaft 211, a fourth gear 213 is fixed on the second rotating shaft 211, a fifth gear 214 meshed with the fourth gear 213 and a sixth gear 215 positioned on one side of the fifth gear 214 are fixed on the third rotating shaft 212, and a seventh gear 216 fixed with the differential assembly is meshed on the sixth gear 215.

The specific working modes of the continuously variable transmission double-motor multi-mode hybrid system and the corresponding running working conditions of the whole vehicle are shown in the following table:

in combination with the above table and the energy flow diagrams of fig. 2 to 8, specific modes of operation are as follows:

1. pure electric drive (economy mode):

the corresponding working conditions of the whole vehicle are as follows: acceleration and low-medium speed running are started. The working condition corresponds to that the SOC is higher (> 20%), the whole vehicle can realize pure electric working condition running through the second motor 17, at the moment, the first motor 14 stops working, and the first clutch actuator 15, the second clutch actuator 18 and the third clutch actuator 19 are all in a disconnected state. Meanwhile, the taper of the driving and driven pulleys of the continuously variable transmission can be adjusted through hydraulic pressure, so that stepless speed ratio output is realized, and the requirements of different loads (power) output of the whole vehicle are met.

2. Pure electric drive (high energy mode): the corresponding working conditions of the whole vehicle are the working conditions of starting rapid acceleration, climbing acceleration and the like. When the working condition corresponds to that the SOC is higher (> 40%), and the whole vehicle has a larger output power requirement, the whole vehicle can drive through the first motor 14 and the second motor 17 simultaneously to realize the running of the pure electric load working condition, at the moment, the first clutch actuator 15 and the third clutch actuator 19 are combined, and the second clutch actuator 18 is in a disconnected state. Meanwhile, the taper of the driving and driven pulleys of the continuously variable transmission can be adjusted through hydraulic pressure, so that stepless speed ratio output is realized, and the requirements of different load (power) output of the whole vehicle are met.

3. Series range (power generation mode): the corresponding working conditions of the whole vehicle are as follows: idle power generation, start acceleration, low-medium speed running. When the corresponding SOC of the working condition is lower (< 20%), and the electric quantity of the battery pack cannot maintain the electric power requirement of the whole vehicle, the engine 13 is started, the second clutch actuator 18 and the third clutch actuator 19 are combined (the first clutch actuator 15 is disconnected), the first motor 14 is driven by the engine 13 to realize the series range-extending power generation function, the first motor 14 can generate power to supplement energy for the battery, and meanwhile, the second motor 17 can supply energy for the electric drive system of the whole vehicle so as to maintain the electric quantity balance of the SOC.

4. And the engine is directly driven, and the working condition corresponding to the whole vehicle is a high-speed cruising working condition and a medium-high-speed working condition. The working condition corresponds to the high-speed uniform running working condition of the whole vehicle, the engine 13 is directly driven to run in a high-efficiency zone, meanwhile, the taper of the driving and driven pulleys of the continuously variable transmission is regulated through hydraulic pressure, so that stepless speed ratio output is realized, the fuel economy of the engine 13 can be further improved according to the output requirements of different loads (powers) of the whole vehicle, and gear shifting impact, shaking and abnormal sound caused by gear shifting of the multi-gear hybrid gearbox are avoided.

5. Parallel drive (economy mode): the corresponding working condition of the whole vehicle is overtaking acceleration, medium and high vehicle speed accelerating running and low speed climbing (SOC > 20%). When the working condition corresponds to the requirement of the whole vehicle on larger output power, the whole vehicle can jointly operate through the engine 13 and the second motor 17, and the parallel direct-drive function is realized. At this time, the first clutch actuator 15 and the second clutch actuator 18 are combined. The third clutch actuator 19 is in a disconnection state, so that the second motor 17 can be prevented from running under load, and the additional load caused by idle rotation of the bearing of the first motor 14 is avoided, the bearing abrasion is reduced, and the reliability is improved.

6. Parallel drive (high energy mode): the corresponding working condition of the whole vehicle is that the vehicle runs at high speed and rapid acceleration, climbs a slope at high speed and runs at the highest vehicle speed (SOC is more than 40%). When the working condition corresponds to the requirement of the whole vehicle on the maximum output power, the whole vehicle can jointly operate through the engine 13, the first motor 14 and the second motor 17, and the high-energy parallel direct-drive function is realized, so that the peak vehicle speed of the whole vehicle is achieved. At this time, the first clutch actuator 15, the second clutch actuator 18, and the third clutch actuator 19 are all engaged.

7. And (3) energy recovery, namely when the whole vehicle brakes or slides, the second motor 17 is reversed to realize energy recovery and store the energy into the battery pack.

In combination with the whole vehicle operation mode, the mixing working condition of the specific mixing gearbox is shown in fig. 9, and the beneficial effects brought by the technical scheme of the application are that:

1. all mixed modes (series connection, parallel connection and series-parallel connection) are provided, and the mode switching is flexible;

1.1 in EV pure mode: through CVT stepless speed regulation, the motor can work in a medium-low rotation speed area, and NVH (noise, vibration and harshness) problem caused by high rotation speed of the motor is avoided.

1.2 in HEV/PHEV hybrid mode: through CVT stepless speed regulation, the engine 13 can work in a medium-low rotation speed area and is fully coupled with a high-efficiency area of the engine 13, low-speed power can be ensured under low electric quantity, and NVH (noise, vibration and harshness) caused by high-rotation speed operation of the engine 13 can be avoided.

1.3 switching process, the clutch is completely separated in the process of starting the engine 13, and power is transmitted through the clutch combination after the starting is successful, so that the engine 13 is completely decoupled in the starting process, and the driving comfort is ensured.

2. The motor has the advantages of wide speed ratio range, low requirements on motor power, torque and rotating speed and low cost;

3. stepless speed change (0.4-2.4), stepless speed regulation is realized for the engine 13 and the motor, the fuel economy is good, the NVH performance is good, and no gear shifting impact and no bump are caused;

4. through the switching cooperation of a plurality of clutch actuators and the linkage cooperation of the engine 13, the first motor 14 and the second motor 17, the economical and high-energy mode operation of the whole vehicle can be realized, and the idle running and the load of the first motor 14 and the bearing can be avoided through the disconnection of the third clutch actuator, so that the reliability of the whole vehicle is improved.

5. The direct-drive mode of the pure engine 13 is provided, and the vehicle can still normally run under the failure of a high-voltage device.

The technical scheme of the application improves and promotes the problem of the CVT of the traditional fuel engine type:

1. compared with the traditional CVT continuously variable transmission of the fuel vehicle, the DHT hybrid mechanism can realize partial or complete decoupling of the engine 13 and the power of the whole vehicle, does not need excessive starting torque, and can improve the reliability and durability of the CVT (generally, the maximum torque of the DHT engine 13 is within 210-250N.m, which is lower than the transmission torque of the CVT when the fuel vehicle is driven violently);

2. the speed ratio requirement on the driving and driven wheels is not very wide (generally 0.4-2.4 can meet the requirement of a hybrid configuration) due to decoupling of the rotating speed of the engine 13, the size requirement on the driving and driven cone wheels is lower, and the arrangement space of the DHT is higher than that of the conventional fuel oil engine;

3. compared with the traditional fuel engine type, the CVT can share the oil supply lubrication system with the DHT motor, so that the complex independent oil supply lubrication system is avoided, and the development cost is saved.

In the description of the present application, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", etc. are based on the azimuth or positional relationship shown in the drawings, and are merely for convenience of describing the present application and simplifying the description, and are not indicative or implying that the apparatus or element in question must have a specific azimuth, be constructed and operated in a specific azimuth, and thus should not be construed as limiting the present application. Unless specifically stated or limited otherwise, the terms "mounted," "connected," and "coupled" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

It should be noted that in the present application, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

The foregoing is only a specific embodiment of the application to enable those skilled in the art to understand or practice the application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. A continuously variable dual motor multimode hybrid system comprising:

the speed-changing transmission structure comprises a speed changer (10), a through hole (11) along the axial direction is arranged in an input shaft of the speed changer (10), a transmission shaft (12) is rotatably connected in the through hole (11), and the transmission shaft (12) is selectively connected with or disconnected from an engine (13) and a first motor (14) in a transmission manner;

a first clutch actuator (15) located between the drive shaft (12) and an input shaft of the transmission (10) to engage or disengage the drive shaft (12) and the input shaft of the transmission (10);

and the output end of the final power output mechanism (16) is used for driving one axle of the hybrid electric vehicle to move, and the input end of the final power output mechanism is in transmission connection with the output end of the transmission (10).

2. The infinitely variable dual motor multimode mixing system of claim 1, wherein:

the input shaft of the speed changer (10) is connected with a second motor (17) in a transmission way.

3. The infinitely variable dual motor multimode mixing system of claim 1, wherein:

the clutch further comprises a second clutch actuator (18) arranged between the transmission shaft (12) and the output shaft of the engine (13), and the second clutch actuator (18) is used for connecting or disconnecting the transmission shaft (12) and the engine (13) in a transmission mode.

4. The infinitely variable dual motor multimode mixing system of claim 3, wherein:

the clutch further comprises a third clutch actuator (19) arranged between the transmission shaft (12) and the first motor (14), and the third clutch actuator (19) is used for connecting or disconnecting the transmission shaft (12) and the first motor (14) in a transmission way.

5. The infinitely variable dual motor multimode mixing system of claim 4, wherein:

the first clutch actuator (15), the second clutch actuator (18) and the third clutch actuator (19) are any one or more of a synchronizer, a wet clutch or a jaw clutch.

6. The infinitely variable dual motor multimode mixing system of claim 3, wherein:

the transmission (10) is a continuously variable transmission.

7. The infinitely variable dual motor multimode mixing system of claim 4, wherein:

the variable speed drive further comprises a first reduction mechanism (20) disposed between the first motor (14) and the third clutch actuator (19).

8. The infinitely variable dual motor multimode mixing system of claim 7, wherein:

the first speed reducing mechanism (20) comprises a first gear (201) connected to the output end of the second motor (17) and a second gear (202) meshed with the first gear (201), and the second gear (202) is connected with the third clutch actuator (19) through a first rotating shaft (203).

9. The infinitely variable dual motor multimode mixing system of claim 1, wherein:

the final power take-off mechanism (16) is a differential assembly, and the variable speed drive further includes a second reduction mechanism (21) disposed between the output of the transmission (10) and the differential assembly.

10. The infinitely variable dual motor multimode mixing system of claim 9, wherein:

the second speed reducing mechanism (21) comprises a second rotating shaft (211) connected with the output end of the transmission (10) and a third rotating shaft (212) arranged in parallel with the second rotating shaft (211), a fourth gear (213) is arranged on the second rotating shaft (211), a fifth gear (214) meshed with the fourth gear (213) and a sixth gear (215) positioned on one side of the fifth gear (214) are arranged on the third rotating shaft (212), and a seventh gear (216) connected with the differential assembly is meshed on the sixth gear (215).