A multi-mode hybrid powertrain system and method of controlling the same

Abstract

The application provides a kind of multimode hybrid power system and its control method, comprising: engine (E), first motor (GM), second motor (TM), battery (B), first input shaft (S1), second input shaft (S2), first intermediate shaft (S3), second intermediate shaft (S4), output shaft (S5), first shift device (C1), second shift device (C2), third shift device (C3);Engine is involved in power generation and power output process simultaneously, through the cooperation of multiple different shift devices and gear pairs, realize multi-working mode multi-gear power output, meet different power demand, increase the scope of application, by providing first motor and second motor, in the shift process of one of the motors, the other motor can realize the function of shift speed regulation to ensure that power is not interrupted during the shift process, simple and reasonable structure arrangement, less radial space occupation, optimize internal dimensions.

Description

Technical Field

[0001] This invention relates to the technical field of transmission systems for hybrid vehicles, and more specifically to a multi-mode hybrid power system and its control method. Background Technology

[0002] e-POWER is a hybrid electric vehicle technology first introduced by Nissan in Japan in 2016 with the Nissan Note. It shares the same core technology as the 100% electric motor drive of the Nissan LEAF. The system consists of a gasoline engine, generator, inverter, battery and electric motor. Unlike traditional hybrid systems, e-POWER separates the engine output from the driving force of the wheels, allowing the onboard engine to be dedicated to generating electricity.

[0003] The e-POWER has no charging port and does not require charging. The battery is very small, and its power is only used for starting and rapid acceleration. Normally, the car's power is provided by the engine, which does not participate in driving the car. It is a type of hybrid drive, and the driving experience is the same as pure electric. The purpose is to save fuel rather than rely on pure electric range.

[0004] Taking Nissan vehicles equipped with the second-generation e-POWER technology as an example, the engine is a 1.2L inline three-cylinder naturally aspirated engine, model "HR12," with a maximum power output of 53 kW. The engine acts as a range extender, solely to drive a generator to produce electricity. Depending on the vehicle's operating conditions, the generated electricity is either stored in the battery or directly used as energy input for the drive motor. The vehicle is entirely driven by the drive motor, which has a maximum power output of 100 kW and a peak torque of 300 Nm.

[0005] The e-POWER hybrid technology, which uses a direct-drive electric motor and an engine entirely for power generation, can provide the driving experience and sensory feedback of a pure electric vehicle while alleviating range anxiety. However, it still has the following shortcomings and deficiencies in actual use:

[0006] 1) The engine is only used for generating electricity and does not participate in power output. The power output distribution is not reasonable under different driving conditions.

[0007] 2) The power provided by a single motor drive scheme is limited, and the reliability of the vehicle's overall drive system cannot be guaranteed by a single motor drive. Furthermore, relying on a single motor to apply to various complex operating conditions of the vehicle increases the technical difficulty and cost of the motor.

[0008] Therefore, existing technologies cannot guarantee reasonable power output distribution of motors or the reliability of single-motor drive. To solve the above problems, this invention provides a multi-mode hybrid power system and its control method. Summary of the Invention

[0009] To address the shortcomings and deficiencies in existing technologies, this invention provides a multi-mode hybrid power system and its control method.

[0010] The technical solution provided by this invention is as follows:

[0011] A multi-mode hybrid power system, the system comprising:

[0012] An engine (E), the output shaft of which is connected to a first input shaft (S1);

[0013] A first motor (GM), the output shaft of which is connected to a planetary gear pair (G1);

[0014] The second motor (TM) has its output shaft connected to the first gear pair (G2);

[0015] Battery (B), which is connected to a first motor (GM) and a second motor (TM);

[0016] First input axis (S1);

[0017] The second input shaft (S2) is connected to the first input shaft (S1) via a torsional damping device (N);

[0018] The first intermediate shaft (S3) is selectively connected to the second input shaft (S2) via a first shifting device (C1);

[0019] The second intermediate shaft (S4) is connected to the first intermediate shaft (S3) via a first gear pair (G2) or a second gear pair (G3).

[0020] The output shaft (S5) is connected to the second intermediate shaft (S4) via a third gear pair (G4) or a fourth gear pair (G5).

[0021] A first shifting device (C1) is disposed between the second input shaft (S2) and the first intermediate shaft (S3) to selectively connect the two.

[0022] The second shifting device (C2) is disposed on the second intermediate shaft (S4) and located between the first gear pair (G2) and the second gear pair (G3) to selectively engage with the gears of the first gear pair (G2) or the second gear pair (G3) on both sides.

[0023] The third shifting device (C3) is disposed on the second intermediate shaft (S4) and located between the third gear pair (G4) and the fourth gear pair (G5) to selectively engage with the gears of the third gear pair (G4) or the fourth gear pair (G5) on both sides or be in the middle position.

[0024] Further: the planetary gear pair (G1) includes a sun gear (G11), planet gears (G12) and a ring gear (G13); wherein, the sun gear (G11) is fixedly connected to the output shaft of the first motor (GM), the planet gear (G12) surrounds the outer circumference of the sun gear (G11) and meshes with the sun gear (G11) accordingly, and is fixedly connected to the first intermediate shaft (S3), and the ring gear (G13) is fixedly connected to the outer component.

[0025] Furthermore: the first gear pair (G2) includes a first driving gear (G21) and a first driven gear (G22) that mesh with each other. The first driving gear (G21) is fixedly connected to the output shaft of the second motor (TM), and the first driven gear (G22) is connected to the second intermediate shaft (S4). fixed connect;

[0026] The second gear pair (G3) includes a second driving gear (G31) and a second driven gear (G32) that mesh with each other. The second driving gear (G31) is fixedly connected to the first intermediate shaft (S3), and the second driven gear (G32) is movably sleeved on the second intermediate shaft (S4).

[0027] The third gear pair (G4) includes a third driving gear (G41) and a third driven gear (G42) that mesh with each other. The third driving gear (G41) is movably sleeved on the second intermediate shaft (S4), and the third driven gear (G42) is fixedly mounted on the output shaft (S5).

[0028] The fourth gear pair (G5) includes a fourth driving gear (G51) and a fourth driven gear (G52) that mesh with each other. The fourth driving gear (G51) is movably sleeved on the second intermediate shaft (S4), and the fourth driven gear (G52) is fixedly mounted on the output shaft (S5).

[0029] Furthermore, the first input shaft (S1), the second input shaft (S2), the first intermediate shaft (S3), and the output shaft (S5) are arranged coaxially, and the second intermediate shaft (S4) is arranged on one side of the first input shaft (S1), the second input shaft (S2), the first intermediate shaft (S3), and the output shaft (S5) and is arranged parallel to them.

[0030] Furthermore, the output shaft of the first motor (GM) is nested around the first intermediate shaft (S3).

[0031] Furthermore, the output shaft of the second motor (TM) is nested around the first intermediate shaft (S3).

[0032] Furthermore, the first motor (GM) and the second motor (TM) can be connected to the battery (B) individually or together.

[0033] Furthermore: the first shifting device (C1) is selected as an electromagnetic clutch or a hydraulic clutch;

[0034] The second shifting device (C2) is disposed on the second intermediate shaft (S4) and located between the first driven gear (G22) and the second driven gear (G32) to selectively engage with the first driven gear (G22) or the second driven gear (G32) on both sides;

[0035] The third shifting device (C3) is disposed on the second intermediate shaft (S4) and located between the third drive gear (G41) and the fourth drive gear (G51) to selectively engage with the third drive gear (G41) or the fourth drive gear (G51) on both sides, or be located in the middle position.

[0036] Furthermore, the system is capable of operating in the following modes:

[0037] Mode 1: Start the engine when the car is parked. The battery (B) drives the first motor (GM) to start the engine (E).

[0038] At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the first gear pair (G2), and the third shifting device (C3) is in the neutral position;

[0039] Mode 2: Parking power generation, the engine (E) charges the battery (B) via the first motor (GM);

[0040] At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the first gear pair (G2), and the third shifting device (C3) is in the neutral position;

[0041] Mode 3: The second motor (TM) is driven independently;

[0042] Mode 3.1: Second motor (TM) low-speed drive;

[0043] At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the first gear pair (G2), and the third shifting device (C3) engages with the gear of the third gear pair (G4).

[0044] Mode 3.2: Second motor (TM) high-speed drive;

[0045] At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the first gear pair (G2), and the third shifting device (C3) engages with the gear of the fourth gear pair (G5).

[0046] Mode 4: Dual-motor drive:

[0047] Mode 4.1: Dual-motor low-speed drive;

[0048] At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the second gear pair (G3), and the third shifting device (C3) engages with the gear of the third gear pair (G4).

[0049] Mode 4.2: Dual-motor high-speed drive;

[0050] At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the second gear pair (G3), and the third shifting device (C3) engages with the gear of the fourth gear pair (G5).

[0051] Mode 5: The second motor (TM) drives the engine to start or the engine to generate electricity;

[0052] At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the first gear pair (G2), and the third shifting device (C3) is engaged with the gear of the third gear pair (G4) or the fourth gear pair (G5).

[0053] Mode 6: The second motor (TM) and the engine (E) work together for propulsion;

[0054] Mode 6.1: When the battery has a high SOC value, the second motor (TM) and the engine (E) operate in parallel for hybrid operation;

[0055] At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the second gear pair (G3), and the third shifting device (C3) is engaged with the gear of the third gear pair (G4) or the fourth gear pair (G5).

[0056] Mode 6.2: When the battery has a low SOC value, the second motor (TM) and the engine (E) are connected in parallel for hybrid operation, while the engine (E) charges the battery (B) through the first motor (GM);

[0057] At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the second gear pair (G3), and the third shifting device (C3) is engaged with the gear of the third gear pair (G4) or the fourth gear pair (G5).

[0058] Mode 7: Engine direct drive mode;

[0059] Mode 7.1: When the battery has a high SOC, the engine drives the battery directly.

[0060] At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the second gear pair (G3), and the third shifting device (C3) is engaged with the gear of the third gear pair (G4) or the fourth gear pair (G5).

[0061] Mode 7.2: When the battery has a low SOC, the motor drives the engine directly, while the first motor (GM) generates electricity.

[0062] At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the second gear pair (G3), and the third shifting device (C3) is engaged with the gear of the third gear pair (G4) or the fourth gear pair (G5).

[0063] Mode 8: Deceleration and braking power generation mode;

[0064] Mode 8.1: Deceleration and braking, second motor (TM) generates electricity;

[0065] At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the first gear pair (G2), and the third shifting device (C3) engages with the gear of the third gear pair (G4) or the fourth gear pair (G5).

[0066] Mode 8.2: Deceleration and braking, the first motor (GM) and the second motor (TM) generate electricity together;

[0067] At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the second gear pair (G3), and the third shifting device (C3) engages with the gear of the third gear pair (G4) or the fourth gear pair (G5).

[0068] Mode 8.3: Deceleration braking, second motor (TM) generates electricity, engine (E) brakes;

[0069] At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the second gear pair (G3), and the third shifting device (C3) is engaged with the gear of the third gear pair (G4) or the fourth gear pair (G5).

[0070] Mode 9: Reversing

[0071] Mode 9.1: Second motor (TM) drive;

[0072] At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the first gear pair (G2), and the third shifting device (C3) engages with the gear of the third gear pair (G4).

[0073] Mode 9.2: The first motor (GM) and the second motor (TM) drive together;

[0074] At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the second gear pair (G3), and the third shifting device (C3) engages with the gear of the third gear pair (G4).

[0075] Mode 9.3: The second motor (TM) drives the generator, while the first motor (GM) generates electricity;

[0076] At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the first gear pair (G2), and the third shifting device (C3) is engaged with the gear of the third gear pair (G4).

[0077] The control method for a multi-mode hybrid power system provided by this invention is as follows:

[0078] Mode 1: Start the engine after parking;

[0079] The control process is as follows: when the first shifting device (C1) is engaged, all components of the vehicle's transmission system are in a stationary state.

[0080] The power route is as follows: When the car is parked and the engine (E) needs to be started, the battery (B) drives the engine (E) to start via the first motor (GM), planetary gear pair (G1), and first shifting device (C1).

[0081] Mode 2: Parking-based power generation;

[0082] The control process is as follows: when the first shifting device (C1) is engaged, all components of the vehicle's transmission system are in a stationary state. After starting the engine (E), the first motor (GM) is adjusted to power generation mode.

[0083] The power route is as follows: At this time, the vehicle is in a parked state. When the battery power is insufficient, the system enters the parking power generation mode. The engine (E) runs and drives the first motor (GM) to generate electricity through the planetary gear pair (G1), converting the mechanical energy of the engine (E) into electrical energy to charge the battery (B).

[0084] Mode 3: The second motor (TM) is driven independently;

[0085] Mode 3.1: Second motor (TM) low-speed drive;

[0086] The control process is as follows: disengage the first shifting device (C1), push the second shifting device (C2) to the left position to engage with the gear of the first gear pair (G2), push the third shifting device (C3) to the left position to engage with the gear of the third gear pair (G4), and then start the second motor (TM) to drive mode;

[0087] The power route is as follows: When the battery is fully charged, the second motor (TM) drives the vehicle at low speed on its own. At this time, the second shift device (C2) is in the left position, and the power of the second motor (TM) is transmitted to the third shift device (C3). At this time, the third shift device (C3) is in the low gear position on the left and engages with the gear of the third gear pair (G4), which enables the second motor (TM) to drive the vehicle at a low speed. At this time, the battery (B) provides power to the second motor (TM).

[0088] Mode 3.2: Second motor (TM) high-speed drive;

[0089] The control process is as follows: the first shifting device (C1) is separated, the second shifting device (C2) is pushed to the left position and engages with the gear of the first gear pair (G2), the third shifting device (C3) is first pushed to the middle position and synchronized by the speed regulation of the second motor (TM), and then pushed to the right position and engages with the gear of the fourth gear pair (G5), and then the second motor (TM) is started to drive mode.

[0090] The power route is as follows: When the battery is fully charged, the second motor (TM) drives the vehicle at high speed on its own. At this time, the second shift device (C2) is in the left position, and the power of the second motor (TM) is transmitted to the third shift device (C3). At this time, the third shift device (C3) is in the high gear position on the right and engages with the gear of the fourth gear pair (G5), which enables the second motor (TM) to drive the vehicle at a higher speed. At this time, the battery (B) provides power to the second motor (TM).

[0091] Mode 4: Dual motor drive;

[0092] Mode 4.1: Dual-motor low-speed drive;

[0093] The control process is as follows: disengage the first shifting device (C1), push the second shifting device (C2) to the right position to engage with the gear of the second gear pair (G3), push the third shifting device (C3) to the left position to engage with the gear of the third gear pair (G4), and then start the second motor (TM) to drive mode; during the process of pushing the second shifting device (C2) to the right position, the first motor (GM) needs to be started to adjust the speed until the speed of the gear of the second gear pair (G3) is synchronized with the speed of the second shifting device (C2), and then push the second shifting device (C2) to the right position to engage with the gear of the second gear pair (G3);

[0094] The power route is as follows: when the battery is fully charged and the vehicle's power demand is high, the first motor (GM) and the second motor (TM) drive the vehicle together. At this time, the second shift device (C2) is in the right position, and the power of the second motor (TM) is transmitted to the second gear pair (G3) to couple with the power of the first motor (GM). At this time, the third shift device (C3) is in the left low gear position, which can enable the first motor (GM) and the second motor (TM) to work together to drive the vehicle at a lower speed. The battery (B) provides power for both the first motor (GM) and the second motor (TM).

[0095] Mode 4.2: Dual-motor high-speed drive;

[0096] The control process is as follows: disengage the first shifting device (C1), push the second shifting device (C2) to the right position to engage the gear of the second gear pair (G3), push the third shifting device (C3) to the right position to engage the gear of the fourth gear pair (G5), and then start the second motor (TM) to drive mode; during the process of pushing the third shifting device (C3) to the right position, it is necessary to first push the third shifting device (C3) to the middle position, and then start the first motor (GM) and the second motor (TM) to adjust the speed until the speed of the third shifting device (C3) and the gear of the fourth gear pair (G5) are synchronized, and then push the third shifting device (C3) to the right position to engage the gear of the fourth gear pair (G5);

[0097] The power route is as follows: when the battery is fully charged and the vehicle's power demand is high, the first motor (GM) and the second motor (TM) drive the vehicle together. At this time, the second shift device (C2) is in the right position, and the power of the second motor (TM) is transmitted to the second gear pair (G3) to couple with the power of the first motor (GM). At this time, the third shift device (C3) is in the high gear position on the right, which can enable the first motor (GM) and the second motor (TM) to work together to drive the vehicle at a higher speed. The battery (B) provides power for both the first motor (GM) and the second motor (TM).

[0098] Mode 5: The second motor (TM) drives the engine to start or the engine to generate electricity;

[0099] The control process is as follows: engage the first shifting device (C1), while keeping other positions unchanged;

[0100] The power route is as follows: When the second motor (TM) is driving, if the battery power is insufficient, the engine (E) is started to replenish the power, and the first motor (GM) is started. The engine (E) is driven to start through the planetary gear pair (G1) and the first shifting device (C1). After the engine (E) starts, the first motor (GM) switches to power generation mode.

[0101] Mode 6: The second motor (TM) and the engine (E) work together for propulsion;

[0102] Mode 6.1: When the battery has a high SOC value, the second motor (TM) and the engine (E) operate in parallel for hybrid operation;

[0103] The control process is as follows:

[0104] After the engine (E) starts, control the speed adjustment of the engine (E) until the speed of the gear of the second gear pair (G3) on the right is the same as that of the second shift device (C2). Control the second shift device (C2) to move to the right position so that the output power of the engine (E) and the output power of the second motor (TM) are coupled at the position of the second gear pair (G3).

[0105] When the third shifting device (C3) moves from the left position to the right position: the third shifting device (C3) first enters the middle position, and then simultaneously coordinates to reduce the speed of the second motor (TM) and the engine (E) until the speed of the third shifting device (C3) is consistent with the speed of the fourth gear pair (G5), and then pushes the third shifting device (C3) to the right position.

[0106] When the third shifting device (C3) moves from the right position to the left position: the third shifting device (C3) first enters the middle position, and then simultaneously coordinates the increase of the speed of the second motor (TM) and the engine (E) until the speed of the third shifting device (C3) is consistent with the speed of the third gear pair (G4), and then pushes the third shifting device (C3) to the left position.

[0107] The power route is as follows:

[0108] When the battery is fully charged and at a high SOC value, the second motor (TM) and the engine (E) drive together. The output power of the engine and the output power of the second motor (TM) driven by the battery (B) are coupled at the second gear pair (G3). The third shifting device (C3) is located on the left and right sides in low and high gear positions respectively to realize the low and high power output of the vehicle.

[0109] Mode 6.2: When the battery has a low SOC value, the second motor (TM) and the engine (E) operate in parallel for hybrid operation, while the first motor (GM) generates electricity.

[0110] The control process is as follows:

[0111] After the engine (E) starts, control the speed adjustment of the engine (E) until the speed of the second shift device (C2) is the same as that of the gear of the second gear pair (G3) on the right. Control the second shift device (C2) to move to the right position so that the output power of the engine (E) and the output power of the second motor (TM) are coupled at the position of the second gear pair (G3).

[0112] When the third shifting device (C3) moves from the left position to the right position: the third shifting device (C3) first enters the middle position, and then simultaneously coordinates to reduce the speed of the second motor (TM) and the engine (E) until the speed of the third shifting device (C3) is consistent with the speed of the fourth gear pair (G5), and then pushes the third shifting device (C3) to the right position.

[0113] When the third shifting device (C3) moves from the right position to the left position: the third shifting device (C3) first enters the middle position, and then simultaneously coordinates the increase of the speed of the second motor (TM) and the engine (E) until the speed of the third shifting device (C3) is consistent with the speed of the third gear pair (G4), and then pushes the third shifting device (C3) to the left position.

[0114] The power route is as follows:

[0115] When the battery is low in charge and has a low SOC value, the second motor (TM) and the engine (E) work together to drive the engine. Part of the engine's output power is used to drive the first motor (GM) to generate electricity, and the other part is coupled with the output power of the battery (B) driving the second motor (TM) at the second gear pair (G3). The third shifting device (C3) is located on the left and right sides in low and high gear positions respectively to realize the low and high power output of the vehicle.

[0116] Mode 7: Engine direct drive mode;

[0117] Mode 7.1: When the battery has a high SOC, the engine (E) drives directly;

[0118] The control process is as follows:

[0119] In engine-only drive mode, the first shift mechanism (C1) is engaged;

[0120] When the third shifting device (C3) moves from the left position to the right position: the third shifting device (C3) first enters the middle position, and then the second motor (TM) is started to adjust the speed until the speed of the third shifting device (C3) is consistent with the speed of the fourth gear pair (G5), and then the third shifting device (C3) is pushed to the right position.

[0121] When the third shifting device (C3) moves from the right position to the left position: the third shifting device (C3) first enters the middle position, and then the second motor (TM) is started to adjust the speed until the speed of the third shifting device (C3) is consistent with the speed of the third gear pair (G4), and then the third shifting device (C3) is pushed to the left position.

[0122] The power route is as follows:

[0123] When the engine (E) drives the vehicle alone, the first shift device (C1) is engaged, the second shift device (C2) is in the right position, and the third shift device (C3) can be in the left and right positions respectively to achieve low and high gear output accordingly.

[0124] Mode 7.2: When the battery has a low SOC, the motor (E) drives the engine directly, and the first motor (GM) generates electricity.

[0125] The control process is as follows:

[0126] Consistent with mode 7.1;

[0127] The power route is as follows:

[0128] The engine (E) drives the vehicle alone. At this time, the first shift device (C1) is engaged, the second shift device (C2) is in the right position, and the third shift device (C3) can be in the left and right positions respectively to achieve low and high gear output. When the battery's SOC value is low, the first motor (GM) is started to generate electricity.

[0129] Mode 8: Deceleration Braking Power Generation Mode

[0130] Mode 8.1: Deceleration and braking, second motor (TM) generates electricity;

[0131] The control process is as follows:

[0132] Disconnect the first shifting device (C1) and push the second shifting device (C2) to the left position to engage with the gear of the first gear pair (G2);

[0133] The power route is as follows:

[0134] When decelerating and braking, the second motor (TM) generates electricity. At this time, the second shifting device (C2) is in the left position, and the third shifting device (C3) is in the low and high gear positions on the left and right sides to realize the generator generating electricity under different deceleration ratios. The second motor (TM) charges the battery (B) to realize kinetic energy recovery.

[0135] Mode 8.2: Deceleration and braking, the first motor (GM) and the second motor (TM) generate electricity together;

[0136] The control process is as follows:

[0137] Disengage the first shifting device (C1) and push the second shifting device (C2) to the right position to engage with the gear of the second gear pair (G3);

[0138] The power route is as follows:

[0139] During deceleration and braking, the first motor (GM) and the second motor (TM) generate electricity simultaneously. The third shift device (C3) is positioned in low or high gear on the left and right sides to generate electricity under different deceleration ratios. The first motor (GM) and the second motor (TM) charge the battery (B) to achieve kinetic energy recovery. At this time, the second shift device (C2) is in the right position, and the vehicle reverses to drag the first motor (GM) and the second motor (TM) to charge the battery (B) to achieve kinetic energy recovery.

[0140] Mode 8.3: Deceleration braking, TM generator, engine braking;

[0141] The control process is as follows:

[0142] Engage the first shifting device (C1) and push the second shifting device (C2) to the right position to engage with the gear of the second gear pair (G3);

[0143] The power route is as follows:

[0144] When decelerating and braking, the second motor (TM) generates electricity. At this time, the first shift device (C1) is engaged, the second shift device (C2) is in the right position, and the third shift device (C3) is in the left or right position. The vehicle's kinetic energy is transferred to the second motor (TM) through the third shift device (C3) and the second shift device (C2), and then continues to be transferred to the engine (E) through the first shift device (C1). At this time, the second motor (TM) is in the power generation mode, while the engine (E) is dragged and forms a braking effect.

[0145] Mode 9: Reversing

[0146] Mode 9.1: Second motor (TM) drive;

[0147] The control process is as follows:

[0148] Disengage the first shifting device (C1), push the second shifting device (C2) to the left position to engage with the gear of the first gear pair (G2), and push the third shifting device (C3) to the left position to engage with the gear of the third gear pair (G4).

[0149] The power route is as follows:

[0150] When the vehicle is reversing, in the TM single motor pure electric drive mode, the first shift device (C1) is disengaged, the second shift device (C2) is in the left position, the third shift device (C3) is in the left low gear, and the second motor (TM) rotates in the opposite direction to achieve reversing.

[0151] Mode 9.2: The first motor (GM) and the second motor (TM) drive together;

[0152] The control process is as follows:

[0153] Disengage the first shifting device (C1), push the second shifting device (C2) to the right position to engage the gear of the second gear pair (G3), and push the third shifting device (C3) to the left position to engage the gear of the third gear pair (G4).

[0154] The power route is as follows:

[0155] When the vehicle is reversing, in the dual-motor pure electric drive mode of the first motor (GM) and the second motor (TM), the first shift device (C1) is disengaged, the second shift device (C2) is in the right position, and the third shift device (C3) is in the left position in low gear. The first motor (GM) and the second motor (TM) rotate in opposite directions to achieve reversing.

[0156] Mode 9.3: TM driven, GM generated

[0157] The control process is as follows:

[0158] Engage the first shifting device (C1), push the second shifting device (C2) to the left position to engage the gear of the first gear pair (G2), and push the third shifting device (C3) to the left position to engage the gear of the third gear pair (G4).

[0159] Power route:

[0160] When the vehicle is reversing and the battery SOC value is low, the vehicle is driven by the second motor (TM). At this time, the second shift device (C2) is in the left position and the third shift device (C3) is in the left low gear. The second motor (TM) rotates in the opposite direction to realize reversing. At the same time, the first shift device (C1) engages and the first motor (GM) is adjusted to the power generation mode to generate electricity and charge the battery (B).

[0161] Compared with the prior art, the multi-mode hybrid power system and its control method provided by the present invention have the following advantages:

[0162] 1) This invention provides a multi-mode hybrid power system and its control method, in which the engine participates in both power generation and power output processes. Through the cooperation of multiple different shifting devices and gear pairs, multiple working modes and multiple gear power outputs are achieved to meet different power demands and increase the scope of application.

[0163] 2) This invention provides a multi-mode hybrid power system and its control method. By providing a first motor and a second motor, the shifting speed function of one motor can be achieved through the other motor during the shifting process to ensure that the power is not interrupted during the shifting process.

[0164] 3) This invention provides a multi-mode hybrid power system and its control method, which has a simple and reasonable structural layout, occupies little radial space, and optimizes the internal dimensions of the structure. Attached Figure Description

[0165] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0166] Figure 1 This is a schematic diagram of the hybrid power system provided by the present invention.

[0167] Figure 2 This is the power route diagram for system mode 1 of the present invention.

[0168] Figure 3 This is the power route diagram for system mode 2 of the present invention.

[0169] Figure 4 This is the power route diagram for system mode 3.1 of the present invention.

[0170] Figure 5 This is the power route diagram for system mode 3.1 of the present invention.

[0171] Figure 6 This is the power route diagram for system mode 4.1 of this invention.

[0172] Figure 7 This is the power route diagram for system mode 4.2 of this invention.

[0173] Figure 8 This is a power route diagram for starting the engine in system mode 5 of the present invention.

[0174] Figure 9 This is a power route diagram for engine power generation in system mode 5 of the present invention.

[0175] Figure 10 This is the power route diagram for system mode 6.1 of this invention.

[0176] Figure 11 This is the power route diagram for system mode 6.2 of this invention.

[0177] Figure 12 This is the power route diagram for system mode 7.1 of this invention.

[0178] Figure 13 This is the power route diagram for system mode 7.2 of this invention.

[0179] Figure 14 This is the power route diagram for system mode 8.1 of the present invention.

[0180] Figure 15This is the power route diagram for system mode 8.2 of this invention.

[0181] Figure 16 This is the power route diagram for system mode 8.2 of this invention.

[0182] Figure 17 This is the power route diagram for system mode 9.1 of the present invention.

[0183] Figure 18 This is the power route diagram for system mode 9.2 of this invention.

[0184] Figure 19 This is the power route diagram for system mode 9.2 of this invention. Detailed Implementation

[0185] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0186] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," and "the other end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0187] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0188] Example 1

[0189] like Figure 1 The first embodiment of the present invention is shown, which provides a multi-mode hybrid power system, the system comprising:

[0190] Engine E, the output shaft of engine E is connected to the first input shaft S1;

[0191] The first motor GM, the output shaft of the first motor GM is connected to the planetary gear pair G1;

[0192] The output shaft of the second motor TM is connected to the first gear pair G2;

[0193] like Figure 1 As shown, in this embodiment, the planetary gear pair G1 includes a sun gear G11, planet gears G12, and a ring gear G13; wherein, the sun gear G11 is fixedly connected to the output shaft of the first motor GM, the planet gears G12 surround the outer circumference of the sun gear G11 and mesh with the sun gear G11, and are fixedly connected to the first intermediate shaft S3, and the ring gear G13 is fixedly connected to the outer component.

[0194] The system also includes a battery B, which is connected to a first motor GM and a second motor TM. It is worth noting that in this embodiment, the first motor GM and the second motor TM can be connected to the battery B individually or together, so that in different working modes, the first motor GM and the second motor TM can obtain driving power from the battery B individually or simultaneously, or provide charging power to the battery B individually or simultaneously.

[0195] like Figure 1 As shown, the system also includes a first input shaft S1;

[0196] The second input shaft S2 is connected to the first input shaft S1 via a torsional damping device N. The torsional damping device can buffer the impact generated by the torsional vibration transmitted from the engine and absorb resonance energy to effectively prevent the transmission of vibration to the transmission system.

[0197] The first intermediate shaft S3 is selectively connected to the second input shaft S2 via a first shifting device C1.

[0198] The second intermediate shaft S4 is connected to the first intermediate shaft S3 via a first gear pair G2 or a second gear pair G3.

[0199] The output shaft S5 is connected to the second intermediate shaft S4 via a third gear pair G4 or a fourth gear pair G5.

[0200] In this embodiment, preferably, the first input shaft S1, the second input shaft S2, the first intermediate shaft S3, and the output shaft S5 are arranged coaxially, and the second intermediate shaft S4 is arranged on one side of the first input shaft S1, the second input shaft S2, the first intermediate shaft S3, and the output shaft S5 and is arranged parallel to them. This minimizes the radial arrangement size while ensuring that the shifting power can be successfully transmitted, making the structural arrangement simple and reasonable, with less radial space occupied, and optimizing the internal dimensions of the structure.

[0201] As a further preferred embodiment, the output shaft of the first motor GM is nested inside the first intermediate shaft S3; the output shaft of the second motor TM is nested inside the first intermediate shaft S3 to further simplify the internal space occupied.

[0202] like Figure 1 As shown, this system also includes:

[0203] The first shifting device C1 is disposed between the second input shaft S2 and the first intermediate shaft S3 to selectively connect the two; in this embodiment, the first shifting device C1 can be selected as an electromagnetic clutch or a hydraulic clutch, etc., according to actual shifting requirements.

[0204] The second shifting device C2 is disposed on the second intermediate shaft S4 and located between the first gear pair G2 and the second gear pair G3, so as to selectively engage with the gears of the first gear pair G2 or the second gear pair G3 on both sides.

[0205] The third shifting device C3 is disposed on the second intermediate shaft S4 and located between the third gear pair G4 and the fourth gear pair G5, so as to selectively engage with the gears of the third gear pair G4 or the fourth gear pair G5 on both sides or be in the middle position; in this embodiment, the second shifting device C2 and the third shifting device C3 can be selected with synchronizers or the like according to actual shifting requirements.

[0206] like Figure 1 As shown, the specific configuration of each gear pair in this embodiment is as follows:

[0207] The first gear pair G2 includes a first driving gear G21 and a first driven gear G22 that mesh with each other. The first driving gear G21 is fixedly connected to the output shaft of the second motor TM, and the first driven gear G22 is fixedly connected to the second intermediate shaft S4.

[0208] The second gear pair G3 includes a second driving gear G31 and a second driven gear G32 that mesh with each other. The second driving gear G31 is fixedly connected to the first intermediate shaft S3, and the second driven gear G32 is movably sleeved on the second intermediate shaft S4.

[0209] The third gear pair G4 includes a third driving gear G41 and a third driven gear G42 that mesh with each other. The third driving gear G41 is movably sleeved on the second intermediate shaft S4, and the third driven gear G42 is fixedly mounted on the output shaft S5.

[0210] The fourth gear pair G5 includes a fourth driving gear G51 and a fourth driven gear G52 that mesh with each other. The fourth driving gear G51 is movably sleeved on the second intermediate shaft S4, and the fourth driven gear G52 is fixedly mounted on the output shaft S5.

[0211] As a further preferred embodiment, in this embodiment...

[0212] The second shifting device C2 is disposed on the second intermediate shaft S4 and located between the first driven gear G22 and the second driven gear G32, so as to selectively engage with the first driven gear G22 or the second driven gear G32 on both sides.

[0213] The third shifting device C3 is mounted on the second intermediate shaft S4 and located between the third drive gear G41 and the fourth drive gear G51, so as to selectively engage with the third drive gear G41 or the fourth drive gear G51 on both sides, or be in the middle position.

[0214] As shown in Table 1 below, this system can achieve the following working modes: The working positions of each shifting device in each working mode are shown in the table below:

[0215] Table 1. Working position diagram of each shifting device under each working mode.

[0216]

[0217] Note: √ indicates the current working position of the gear shifting device;

[0218] *√ indicates that the shifting device is selected to operate in one of the following positions;

[0219] Mode 1: When the car is parked and the engine is started, battery B drives the first motor GM to start the engine E;

[0220] like Figure 2 As shown, at this time, the first shifting device C1 is engaged, the second shifting device C2 is engaged with the gear of the first gear pair G2, and the third shifting device C3 is in the neutral position;

[0221] Mode 2: Parking power generation, the engine E charges the battery B via the first motor GM;

[0222] like Figure 3 As shown, at this time, the first shifting device C1 is engaged, the second shifting device C2 is engaged with the gear of the first gear pair G2, and the third shifting device C3 is in the neutral position;

[0223] Mode 3: The second motor™ is driven independently;

[0224] Mode 3.1: Second Motor™ Low Gear Drive;

[0225] like Figure 4 As shown, at this time, the first shifting device C1 is disengaged, the second shifting device C2 is engaged with the gear of the first gear pair G2, and the third shifting device C3 is engaged with the gear of the third gear pair G4.

[0226] Mode 3.2: Second Motor™ High-Speed ​​Drive;

[0227] like Figure 5 As shown, at this time, the first shifting device C1 is disengaged, the second shifting device C2 engages with the gear of the first gear pair G2, and the third shifting device C3 engages with the gear of the fourth gear pair G5.

[0228] Mode 4: Dual-motor drive:

[0229] Mode 4.1: Dual-motor low-speed drive;

[0230] like Figure 6 As shown, at this time, the first shifting device C1 is disengaged, the second shifting device C2 engages with the gear of the second gear pair G3, and the third shifting device C3 engages with the gear of the third gear pair G4.

[0231] Mode 4.2: Dual-motor high-speed drive;

[0232] like Figure 7 As shown, at this time, the first shifting device C1 is disengaged, the second shifting device C2 engages with the gear of the second gear pair G3, and the third shifting device C3 engages with the gear of the fourth gear pair G5.

[0233] Mode 5: The second motor™ drives the engine to start or the engine to generate electricity;

[0234] like Figure 8-9 As shown, at this time, the first shifting device C1 is engaged, the second shifting device C2 is engaged with the gear of the first gear pair G2, and the third shifting device C3 is engaged with the gear of the third gear pair G4 or the fourth gear pair G5.

[0235] Mode 6: The second motor TM and the engine E work together for driving;

[0236] Mode 6.1: When the battery has a high SOC value, the second motor TM and the engine E operate in parallel for hybrid operation;

[0237] like Figure 10 As shown, at this time, the first shifting device C1 is engaged, the second shifting device C2 is engaged with the gear of the second gear pair G3, and the third shifting device C3 is engaged with the gear of the third gear pair G4 or the fourth gear pair G5.

[0238] Mode 6.2: When the battery has a low SOC value, the second motor TM and the engine E are connected in parallel for hybrid operation, while the engine E charges the battery B through the first motor GM.

[0239] like Figure 11 As shown, at this time, the first shifting device C1 is engaged, the second shifting device C2 is engaged with the gear of the second gear pair G3, and the third shifting device C3 is engaged with the gear of the third gear pair G4 or the fourth gear pair G5.

[0240] Mode 7: Engine direct drive mode;

[0241] Mode 7.1: When the battery has a high SOC, the engine drives the battery directly.

[0242] like Figure 12 As shown, at this time, the first shifting device C1 is engaged, the second shifting device C2 is engaged with the gear of the second gear pair G3, and the third shifting device C3 is engaged with the gear of the third gear pair G4 or the fourth gear pair G5.

[0243] Mode 7.2: When the battery has a low SOC, the motor drives the engine directly, while the first motor GM generates electricity.

[0244] like Figure 13 As shown, at this time, the first shifting device C1 is engaged, the second shifting device C2 is engaged with the gear of the second gear pair G3, and the third shifting device C3 is engaged with the gear of the third gear pair G4 or the fourth gear pair G5.

[0245] Mode 8: Deceleration and braking power generation mode;

[0246] Mode 8.1: Deceleration and braking, second motor™ generates electricity;

[0247] like Figure 14 As shown, at this time, the first shifting device C1 is disengaged, the second shifting device C2 engages with the gear of the first gear pair G2, and the third shifting device C3 engages with the gear of the third gear pair G4 or the fourth gear pair G5.

[0248] Mode 8.2: Deceleration and braking, the first motor GM and the second motor TM generate electricity together;

[0249] like Figure 15 As shown, at this time, the first shifting device C1 is disengaged, the second shifting device C2 engages with the gear of the second gear pair G3, and the third shifting device C3 engages with the gear of the third gear pair G4 or the fourth gear pair G5.

[0250] Mode 8.3: Deceleration braking, second motor TM generates electricity, engine E brakes;

[0251] like Figure 16As shown, at this time, the first shifting device C1 is engaged, the second shifting device C2 is engaged with the gear of the second gear pair G3, and the third shifting device C3 is engaged with the gear of the third gear pair G4 or the fourth gear pair G5.

[0252] Mode 9: Reversing

[0253] Mode 9.1: Second Motor™ Drive;

[0254] like Figure 17 As shown, at this time, the first shifting device C1 is disengaged, the second shifting device C2 is engaged with the gear of the first gear pair G2, and the third shifting device C3 is engaged with the gear of the third gear pair G4.

[0255] Mode 9.2: The first motor GM and the second motor TM drive together;

[0256] like Figure 18 As shown, at this time, the first shifting device C1 is disengaged, the second shifting device C2 engages with the gear of the second gear pair G3, and the third shifting device C3 engages with the gear of the third gear pair G4.

[0257] Mode 9.3: Second motor TM drives, first motor GM generates electricity;

[0258] like Figure 19 As shown, at this time, the first shifting device C1 is engaged, the second shifting device C2 is engaged with the gear of the first gear pair G2, and the third shifting device C3 is engaged with the gear of the third gear pair G4.

[0259] Example 2

[0260] This embodiment also provides a control method for a multi-mode hybrid power system, specifically including:

[0261] Mode 1: Start the engine after parking; such as Figure 2 As shown,

[0262] The control process is as follows: when the first shifting device C1 is engaged, all components of the vehicle's transmission system are in a stationary state.

[0263] The power route is as follows: When the car is parked and engine E needs to be started, battery B drives engine E to start via the first motor GM, planetary gear pair G1, and first shifting device C1.

[0264] Mode 2: Parking-based power generation; such as Figure 3 As shown,

[0265] The control process is as follows: when the first shifting device C1 is engaged, all components of the vehicle's transmission system are in a stationary state. After starting the engine E, the first motor GM is adjusted to power generation mode.

[0266] The power route is as follows: At this time, the vehicle is in a parked state. When the battery power is insufficient, the system enters the parking power generation mode. The engine E runs and drives the first motor GM to run and generate electricity through the planetary gear pair G1, converting the mechanical energy of the engine E into electrical energy to charge the battery B.

[0267] Mode 3: The second motor™ is driven independently;

[0268] Mode 3.1: Second Motor™ Low-Gear Drive; such as Figure 4 As shown,

[0269] The control process is as follows: disengage the first shifting device C1, push the second shifting device C2 to the left position to engage with the gear of the first gear pair G2, push the third shifting device C3 to the left position to engage with the gear of the third gear pair G4, and then start the second motor TM to drive mode.

[0270] The power route is as follows: When the battery is fully charged, the second motor TM drives the vehicle at low speed on its own. At this time, the second shift device C2 is in the left position, and the power of the second motor TM is transmitted to the third shift device C3. At this time, the third shift device C3 is in the low gear position on the left and engages with the gear of the third gear pair G4, which enables the second motor TM to drive the vehicle at a low speed. At this time, the battery B provides power to the second motor TM.

[0271] Mode 3.2: Second Motor™ High-Speed ​​Drive; such as Figure 5 As shown,

[0272] The control process is as follows: the first shifting device C1 is disengaged, the second shifting device C2 is pushed to the left position to engage with the gear of the first gear pair G2, the third shifting device C3 is first pushed to the middle position and synchronized by the speed regulation of the second motor TM, and then pushed to the right position to engage with the gear of the fourth gear pair G5. Then the second motor TM is started to drive mode. This is because the second motor TM needs to switch the position of the third shifting device C3 during the process of driving from low gear to high gear. The second intermediate shaft S4 where the third shifting device C3 is located has a large speed difference with the left and right gears g41 and g51 and they all have high rotational inertia. Therefore, before the third shifting device C3 is adjusted from left to right, it must first be returned to the middle position to cut off the power transmission. The second motor TM realizes active speed regulation so that the second intermediate shaft S4 where the third shifting device C3 is located is synchronized with the left and right gears g41 and g51 for engagement.

[0273] The power route is as follows: When the battery is fully charged, the second motor TM drives the vehicle at high speed on its own. At this time, the second shift device C2 is in the left position, and the power of the second motor TM is transmitted to the third shift device C3. At this time, the third shift device C3 is in the right high gear position and engages with the gear of the fourth gear pair G5, which enables the second motor TM to drive the vehicle at a higher speed. At this time, the battery B provides power to the second motor TM.

[0274] Mode 4: Dual motor drive;

[0275] Mode 4.1: Dual-motor low-speed drive; such as Figure 6 As shown,

[0276] The control process is as follows: The first shifting device C1 is disengaged; the second shifting device C2 is pushed to the right position and engages with the gear of the second gear pair G3; the third shifting device C3 is pushed to the left position and engages with the gear of the third gear pair G4; then the second motor TM is started in drive mode. During the process of pushing the second shifting device C2 to the right, the first motor GM needs to be started to adjust the speed until the gear of the second gear pair G3 is synchronized with the speed of the second shifting device C2. Then, the second shifting device C2 is pushed to the right position and engages with the gear of the second gear pair G3. This is because during the process of engaging the second shifting device C2 to the right, there is a speed difference between the second intermediate shaft S4 where the second shifting device C2 is located and the gear g32. Therefore, the first motor GM needs to be started first to adjust the speed until the second intermediate shaft S4 where the second shifting device C2 is located is synchronized with the gear g32 before the second shifting device C2 is adjusted to the right position for engagement.

[0277] The power route is as follows: when the battery is fully charged and the vehicle's power demand is high, the first motor GM and the second motor TM drive the vehicle together; at this time, the second shift device C2 is in the right position, and the power of the second motor TM is transmitted to the second gear pair G3 position to couple with the power of the first motor GM. At this time, the third shift device C3 is in the left low gear position, which can enable the first motor GM and the second motor TM to work together to drive the vehicle at a lower speed. The battery B provides power for the first motor GM and the second motor TM together.

[0278] Mode 4.2: Dual-motor high-speed drive; such as Figure 7 As shown,

[0279] The control process is as follows: disengage the first shifting device C1, push the second shifting device C2 to the right position to engage with the gear of the second gear pair G3, push the third shifting device C3 to the right position to engage with the gear of the fourth gear pair G5, and then start the second motor TM to drive mode; during the process of pushing the third shifting device C3 to the right position, similarly, the third shifting device C3 needs to be pushed to the middle position first, and then the first motor GM and the second motor TM are started to adjust the speed until the speed of the third shifting device C3 and the gear of the fourth gear pair G5 are synchronized, and then the third shifting device C3 is pushed to the right position to engage with the gear of the fourth gear pair G5.

[0280] The power route is as follows: when the battery is fully charged and the vehicle's power demand is high, the first motor GM and the second motor TM drive the vehicle together; at this time, the second shift device C2 is in the right position, and the power of the second motor TM is transmitted to the second gear pair G3 position to couple with the power of the first motor GM. At this time, the third shift device C3 is in the high gear position on the right, which can enable the first motor GM and the second motor TM to work together to drive the vehicle at a higher speed. The battery B provides power for the first motor GM and the second motor TM together.

[0281] Mode 5: The second motor™ drives the engine to start or the engine to generate electricity; for example... Figure 8-9 As shown, where Figure 8 This is a power path diagram for starting the engine. Figure 9 This is a power route diagram for when the engine generates electricity.

[0282] The control process is as follows: engage the first shifting device C1, while keeping other positions unchanged;

[0283] The power route is as follows: When the second motor TM is driven, when the battery power is insufficient, the engine E is started to replenish the power, the first motor GM is started, and the engine E is driven to start through the planetary gear pair G1 and the first shifting device C1. After the engine E starts, the first motor GM switches to the power generation mode.

[0284] Mode 6: The second motor TM and the engine E work together for driving;

[0285] Mode 6.1: When the battery has a high SOC, the second motor TM operates in parallel with the engine E for hybrid operation; for example... Figure 10 As shown,

[0286] The control process is as follows:

[0287] After engine E starts, control the speed adjustment of engine E until the speed of the gear of the second gear pair G3 on the right is the same as that of the second shifting device C2. Control the second shifting device C2 to move to the right position so that the output power of engine E and the output power of the second motor TM are coupled at the position of the second gear pair G3.

[0288] When the third shifting device C3 moves from the left to the right position: the third shifting device C3 first enters the middle position, and then simultaneously coordinates to reduce the speed of the second motor TM and the engine E until the speed of the third shifting device C3 matches the speed of the fourth gear pair G5. Then, the third shifting device C3 is pushed to the right position. This setting is because there is a transmission difference between the second intermediate shaft S4 where the third shifting device C3 is located and the right gear G51 in the initial stage of shifting. In order to achieve shock-free shifting, the speed must be adjusted through the second motor TM and the engine before shock-free shifting can be achieved.

[0289] When the third shifting device C3 moves from the right position to the left position: the third shifting device C3 first enters the middle position, and then simultaneously coordinates to increase the speed of the second motor TM and the engine E until the speed of the third shifting device C3 is consistent with the speed of the third gear pair G4. Then, the third shifting device C3 is pushed to the left position. Similarly, the purpose of this setting is to achieve shock-free shifting when engaging with the left gear G41.

[0290] The power route is as follows:

[0291] When the battery is fully charged and at a high SOC value, the second motor TM and the engine E drive together. The output power of the engine and the output power of the second motor TM driven by the battery B are coupled at the position of the second gear pair G3. The third shifting device C3 is located on the left and right sides in low and high gear positions respectively to realize the low and high power output of the vehicle.

[0292] Mode 6.2: When the battery's SOC value is low, the second motor TM and the engine E operate in parallel for hybrid operation, while the first motor GM generates electricity; for example... Figure 11 As shown,

[0293] The control process is as follows:

[0294] After engine E starts, control the speed adjustment of engine E until the speed of the second shift device C2 is the same as that of the gear of the right second gear pair G3. Control the second shift device C2 to move to the right position so that the output power of engine E and the output power of the second motor TM are coupled at the position of the second gear pair G3.

[0295] When the third shifting device C3 moves from the left to the right position: the third shifting device C3 first enters the middle position, and then simultaneously coordinates to reduce the speed of the second motor TM and the engine E until the speed of the third shifting device C3 matches the speed of the fourth gear pair G5. Then, the third shifting device C3 is pushed to the right position. This setting is because there is a transmission difference between the second intermediate shaft S4 where the third shifting device C3 is located and the right gear G51 in the initial stage of shifting. In order to achieve shock-free shifting, the speed must be adjusted through the second motor TM and the engine before shock-free shifting can be achieved.

[0296] When the third shifting device C3 moves from the right position to the left position: the third shifting device C3 first enters the middle position, and then simultaneously coordinates to increase the speed of the second motor TM and the engine E until the speed of the third shifting device C3 is consistent with the speed of the third gear pair G4. Then, the third shifting device C3 is pushed to the left position. Similarly, the purpose of this setting is to achieve shock-free shifting when engaging with the left gear G41.

[0297] The power route is as follows:

[0298] When the battery is low in charge and has a low SOC value, the second motor TM and the engine E work together to drive the engine. Part of the engine's output power is used to drive the first motor GM to generate electricity, and the other part is coupled with the output power of the second motor TM driven by the battery B at the second gear pair G3 position. The third shifting device C3 is located on the left and right sides in low and high gear positions respectively to realize the low and high power output of the vehicle.

[0299] Mode 7: Engine direct drive mode;

[0300] Mode 7.1: When the battery has a high SOC, the engine (E) directly drives the battery; for example... Figure 12 As shown,

[0301] The control process is as follows:

[0302] In engine-only drive mode, the first shift device C1 is engaged;

[0303] When the third shifting device C3 moves from the left position to the right position: the third shifting device C3 first enters the middle position, and then the second motor TM is started to adjust the speed until the speed of the third shifting device C3 is consistent with the speed of the fourth gear pair G5. Then the third shifting device C3 is pushed to the right position. This setting is because there is a transmission difference between the second intermediate shaft S4 where the third shifting device C3 is located and the right gear G51 in the initial stage of shifting. In order to achieve shock-free shifting, the speed must be adjusted through the second motor TM and the engine first.

[0304] When the third shifting device C3 moves from the right position to the left position: the third shifting device C3 first enters the middle position, and then the second motor TM is started to adjust the speed until the speed of the third shifting device C3 is consistent with the speed of the third gear pair G4. Then the third shifting device C3 is pushed to the left position. Similarly, the purpose of this setting is to achieve shock-free shifting when engaging with the left gear G41.

[0305] The power route is as follows:

[0306] When engine E drives the vehicle alone, the first shift device C1 is engaged, the second shift device C2 is in the right position, and the third shift device C3 can be in the left and right positions respectively to achieve low and high gear output.

[0307] Mode 7.2: When the battery has a low SOC, the motor E directly drives the battery, and the first motor GM generates electricity; for example... Figure 13 As shown,

[0308] The control process is as follows:

[0309] Consistent with mode 7.1;

[0310] The power route is as follows:

[0311] When the engine E drives the vehicle alone, the first shift device C1 is engaged, the second shift device C2 is in the right position, and the third shift device C3 can be in the left and right positions respectively to achieve low and high gear output; when the battery SOC value is low, the first motor GM is started to generate electricity at the same time.

[0312] Mode 8: Deceleration Braking Power Generation Mode

[0313] Mode 8.1: Deceleration and braking, second motor TM generates electricity; such as Figure 14 As shown,

[0314] The control process is as follows:

[0315] Disconnect the first shifting device C1 and push the second shifting device C2 to the left position to engage with the gear of the first gear pair G2;

[0316] The power route is as follows:

[0317] When decelerating and braking, the second motor TM generates electricity. At this time, the second shifting device C2 is in the left position, and the third shifting device C3 is in the low and high gear positions on the left and right sides to realize the generator generating electricity under different deceleration ratios. The second motor TM charges the battery B to realize kinetic energy recovery.

[0318] Mode 8.2: Deceleration and braking, the first motor GM and the second motor TM generate electricity together; for example... Figure 15 As shown,

[0319] The control process is as follows:

[0320] Disconnect the first shifting device C1 and push the second shifting device C2 to the right position to engage with the gear of the second gear pair G3;

[0321] The power route is as follows:

[0322] When decelerating and braking, the first motor GM and the second motor TM generate electricity simultaneously. The third shift device C3 is positioned in low and high gears on the left and right sides to generate electricity under different deceleration ratios. The first motor GM and the second motor TM charge the battery B to achieve kinetic energy recovery. At this time, the second shift device C2 is in the right position, and the vehicle reverses to drag the first motor GM and the second motor TM to charge the battery B to achieve kinetic energy recovery.

[0323] Mode 8.3: Deceleration braking, TM generator, engine braking; such as Figure 16 As shown,

[0324] The control process is as follows:

[0325] Engage the first shifting device C1 and push the second shifting device C2 to the right position to engage with the gear of the second gear pair G3;

[0326] The power route is as follows:

[0327] When decelerating and braking, the second motor TM generates electricity. At this time, the first shifting device C1 is engaged, the second shifting device C2 is in the right position, and the third shifting device C3 is in the left or right position. The vehicle's kinetic energy is transferred to the second motor TM through the third shifting device C3 and the second shifting device C2, and then continues to be transferred to the engine E through the first shifting device C1. At this time, the second motor TM is in the power generation mode, while the engine E is dragged and forms a braking effect.

[0328] Mode 9: Reversing

[0329] Mode 9.1: Second Motor™ Drive; e.g. Figure 17 As shown,

[0330] The control process is as follows:

[0331] Disengage the first shifting device C1, push the second shifting device C2 to the left position to engage with the gear of the first gear pair G2, and push the third shifting device C3 to the left position to engage with the gear of the third gear pair G4.

[0332] The power route is as follows:

[0333] When the vehicle is reversing, in the TM single motor pure electric drive mode, the first shifting device C1 is disengaged, the second shifting device C2 is in the left position, the third shifting device C3 is in the left low gear, and the second motor TM rotates in the opposite direction to realize reversing.

[0334] Mode 9.2: The first motor GM and the second motor TM drive together; for example... Figure 18 As shown,

[0335] The control process is as follows:

[0336] Disengage the first shifting device C1, push the second shifting device C2 to the right position to engage with the gear of the second gear pair G3, and push the third shifting device C3 to the left position to engage with the gear of the third gear pair G4.

[0337] The power route is as follows:

[0338] When the vehicle is reversing, in the dual-motor pure electric drive mode of the first motor GM and the second motor TM, the first shift device C1 is disengaged, the second shift device C2 is in the right position, the third shift device C3 is in the left position low gear, and the first motor GM and the second motor TM rotate in opposite directions to achieve reversing.

[0339] Mode 9.3: TM driven, GM generating power; such as Figure 19 As shown,

[0340] The control process is as follows:

[0341] Engage the first shifting device C1, push the second shifting device C2 to the left position to engage with the gear of the first gear pair G2, and push the third shifting device C3 to the left position to engage with the gear of the third gear pair G4.

[0342] Power route:

[0343] When the vehicle is reversing and the battery SOC value is low, the vehicle is driven by the second motor TM. At this time, the second shift device C2 is in the left position, the third shift device C3 is in the left low gear, and the second motor TM rotates in the opposite direction to realize reversing. At the same time, the first shift device C1 is engaged, the first motor GM is adjusted to the power generation mode, generates electricity and charges the battery B.

[0344] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A multi-mode hybrid power system, characterized in that: The system includes: An engine (E), the output shaft of which is connected to a first input shaft (S1); A first motor (GM), the output shaft of which is connected to a planetary gear pair (G1); The second motor (TM) has its output shaft connected to the first gear pair (G2); Battery (B), which is connected to a first motor (GM) and a second motor (TM); First input axis (S1); The second input shaft (S2) is connected to the first input shaft (S1) via a torsional damping device (N); The first intermediate shaft (S3) is selectively connected to the second input shaft (S2) via a first shifting device (C1); The second intermediate shaft (S4) is connected to the first intermediate shaft (S3) via a first gear pair (G2) or a second gear pair (G3). The output shaft (S5) is connected to the second intermediate shaft (S4) via a third gear pair (G4) or a fourth gear pair (G5). A first shifting device (C1) is disposed between the second input shaft (S2) and the first intermediate shaft (S3) to selectively connect the two. The second shifting device (C2) is disposed on the second intermediate shaft (S4) and located between the first gear pair (G2) and the second gear pair (G3) to selectively engage with the gears of the first gear pair (G2) or the second gear pair (G3) on both sides. The third shifting device (C3) is disposed on the second intermediate shaft (S4) and located between the third gear pair (G4) and the fourth gear pair (G5) to selectively engage with the gears of the third gear pair (G4) or the fourth gear pair (G5) on both sides or be in the middle position; The system can achieve the following operating modes: Mode 1: Start the engine when the car is parked. The battery (B) drives the first motor (GM) to start the engine (E). At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the first gear pair (G2), and the third shifting device (C3) is in the neutral position; Mode 2: Parking power generation, the engine (E) charges the battery (B) via the first motor (GM); At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the first gear pair (G2), and the third shifting device (C3) is in the neutral position; Mode 3: The second motor (TM) is driven independently; Mode 3.1: Second motor (TM) low-speed drive; At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the first gear pair (G2), and the third shifting device (C3) engages with the gear of the third gear pair (G4). Mode 3.2: Second motor (TM) high-speed drive; At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the first gear pair (G2), and the third shifting device (C3) engages with the gear of the fourth gear pair (G5). Mode 4: Dual-motor drive: Mode 4.1: Dual-motor low-speed drive; At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the second gear pair (G3), and the third shifting device (C3) engages with the gear of the third gear pair (G4). Mode 4.2: Dual-motor high-speed drive; At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the second gear pair (G3), and the third shifting device (C3) engages with the gear of the fourth gear pair (G5). Mode 5: The second motor (TM) drives the engine to start or the engine to generate electricity; At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the first gear pair (G2), and the third shifting device (C3) is engaged with the gear of the third gear pair (G4) or the fourth gear pair (G5). Mode 6: The second motor (TM) and the engine (E) work together for propulsion; Mode 6.1: When the battery has a high SOC value, the second motor (TM) and the engine (E) operate in parallel for hybrid operation; At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the second gear pair (G3), and the third shifting device (C3) is engaged with the gear of the third gear pair (G4) or the fourth gear pair (G5). Mode 6.2: When the battery has a low SOC value, the second motor (TM) and the engine (E) are connected in parallel for hybrid operation, while the engine (E) charges the battery (B) through the first motor (GM); At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the second gear pair (G3), and the third shifting device (C3) is engaged with the gear of the third gear pair (G4) or the fourth gear pair (G5). Mode 7: Engine direct drive mode; Mode 7.1: When the battery has a high SOC, the engine drives the battery directly. At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the second gear pair (G3), and the third shifting device (C3) is engaged with the gear of the third gear pair (G4) or the fourth gear pair (G5). Mode 7.2: When the battery has a low SOC, the motor drives the engine directly, while the first motor (GM) generates electricity. At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the second gear pair (G3), and the third shifting device (C3) is engaged with the gear of the third gear pair (G4) or the fourth gear pair (G5). Mode 8: Deceleration and braking power generation mode; Mode 8.1: Deceleration and braking, second motor (TM) generates electricity; At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the first gear pair (G2), and the third shifting device (C3) engages with the gear of the third gear pair (G4) or the fourth gear pair (G5). Mode 8.2: Deceleration and braking, the first motor (GM) and the second motor (TM) generate electricity together; At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the second gear pair (G3), and the third shifting device (C3) engages with the gear of the third gear pair (G4) or the fourth gear pair (G5). Mode 8.3: Deceleration braking, second motor (TM) generates electricity, engine (E) brakes; At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the second gear pair (G3), and the third shifting device (C3) is engaged with the gear of the third gear pair (G4) or the fourth gear pair (G5). Mode 9: Reversing; Mode 9.1: Second motor (TM) drive; At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the first gear pair (G2), and the third shifting device (C3) engages with the gear of the third gear pair (G4). Mode 9.2: The first motor (GM) and the second motor (TM) drive together; At this time, the first shifting device (C1) is disengaged, the second shifting device (C2) engages with the gear of the second gear pair (G3), and the third shifting device (C3) engages with the gear of the third gear pair (G4). Mode 9.3: The second motor (TM) drives the generator, while the first motor (GM) generates electricity; At this time, the first shifting device (C1) is engaged, the second shifting device (C2) is engaged with the gear of the first gear pair (G2), and the third shifting device (C3) is engaged with the gear of the third gear pair (G4).

2. The multi-mode hybrid power system according to claim 1, characterized in that: The planetary gear pair (G1) includes a sun gear (G11), planet gears (G12), and a ring gear (G13); wherein, the sun gear (G11) is fixedly connected to the output shaft of the first motor (GM), the planet gear (G12) surrounds the outer circumference of the sun gear (G11) and meshes with the sun gear (G11), and is fixedly connected to the first intermediate shaft (S3), and the ring gear (G13) is fixedly connected to the outer component.

3. The multi-mode hybrid power system according to claim 1, characterized in that: The first gear pair (G2) includes a first driving gear (G21) and a first driven gear (G22) that mesh with each other. The first driving gear (G21) is fixedly connected to the output shaft of the second motor (TM), and the first driven gear (G22) is fixedly connected to the second intermediate shaft (S4). The second gear pair (G3) includes a second driving gear (G31) and a second driven gear (G32) that mesh with each other. The second driving gear (G31) is fixedly connected to the first intermediate shaft (S3), and the second driven gear (G32) is movably sleeved on the second intermediate shaft (S4). The third gear pair (G4) includes a third driving gear (G41) and a third driven gear (G42) that mesh with each other. The third driving gear (G41) is movably sleeved on the second intermediate shaft (S4), and the third driven gear (G42) is fixedly mounted on the output shaft (S5). The fourth gear pair (G5) includes a fourth driving gear (G51) and a fourth driven gear (G52) that mesh with each other. The fourth driving gear (G51) is movably sleeved on the second intermediate shaft (S4), and the fourth driven gear (G52) is fixedly mounted on the output shaft (S5).

4. A multi-mode hybrid power system according to claim 1, characterized in that: The first input shaft (S1), the second input shaft (S2), the first intermediate shaft (S3), and the output shaft (S5) are arranged on the same axis, and the second intermediate shaft (S4) is arranged on one side of the first input shaft (S1), the second input shaft (S2), the first intermediate shaft (S3), and the output shaft (S5) and parallel to them.

5. A multi-mode hybrid power system according to claim 1, characterized in that: The output shaft of the first motor (GM) is nested around the first intermediate shaft (S3).

6. A multi-mode hybrid power system according to claim 1, characterized in that: The output shaft of the second motor (TM) is nested around the first intermediate shaft (S3).

7. A multi-mode hybrid power system according to claim 1, characterized in that: The first motor (GM) and the second motor (TM) can be connected to the battery (B) individually or together.

8. A multi-mode hybrid power system according to claim 3, characterized in that: The first shifting device (C1) is an electromagnetic clutch or a hydraulic clutch; The second shifting device (C2) is disposed on the second intermediate shaft (S4) and located between the first driven gear (G22) and the second driven gear (G32) to selectively engage with the first driven gear (G22) or the second driven gear (G32) on both sides; The third shifting device (C3) is disposed on the second intermediate shaft (S4) and located between the third drive gear (G41) and the fourth drive gear (G51) to selectively engage with the third drive gear (G41) or the fourth drive gear (G51) on both sides, or be located in the middle position.

9. A control method for a multi-mode hybrid power system according to any one of claims 1-8, characterized in that: Mode 1: Start the engine after parking; The control process is as follows: when the first shifting device (C1) is engaged, all components of the vehicle's transmission system are in a stationary state. The power route is as follows: When the car is parked and the engine (E) needs to be started, the battery (B) drives the engine (E) to start via the first motor (GM), planetary gear pair (G1), and first shifting device (C1). Mode 2: Parking-based power generation; The control process is as follows: when the first shifting device (C1) is engaged, all components of the vehicle's transmission system are in a stationary state. After starting the engine (E), the first motor (GM) is adjusted to power generation mode. The power route is as follows: At this time, the vehicle is in a parked state. When the battery power is insufficient, the system enters the parking power generation mode. The engine (E) runs and drives the first motor (GM) to generate electricity through the planetary gear pair (G1), converting the mechanical energy of the engine (E) into electrical energy to charge the battery (B). Mode 3: The second motor (TM) is driven independently; Mode 3.1: Second motor (TM) low-speed drive; The control process is as follows: disengage the first shifting device (C1), push the second shifting device (C2) to the left position to engage with the gear of the first gear pair (G2), push the third shifting device (C3) to the left position to engage with the gear of the third gear pair (G4), and then start the second motor (TM) to drive mode; The power route is as follows: When the battery is fully charged, the second motor (TM) drives the vehicle at low speed on its own. At this time, the second shift device (C2) is in the left position, and the power of the second motor (TM) is transmitted to the third shift device (C3). At this time, the third shift device (C3) is in the low gear position on the left and engages with the gear of the third gear pair (G4), which enables the second motor (TM) to drive the vehicle at a low speed. At this time, the battery (B) provides power to the second motor (TM). Mode 3.2: Second motor (TM) high-speed drive; The control process is as follows: the first shifting device (C1) is separated, the second shifting device (C2) is pushed to the left position and engages with the gear of the first gear pair (G2), the third shifting device (C3) is first pushed to the middle position and synchronized by the speed regulation of the second motor (TM), and then pushed to the right position and engages with the gear of the fourth gear pair (G5), and then the second motor (TM) is started to drive mode. The power route is as follows: When the battery is fully charged, the second motor (TM) drives the vehicle at high speed on its own. At this time, the second shift device (C2) is in the left position, and the power of the second motor (TM) is transmitted to the third shift device (C3). At this time, the third shift device (C3) is in the high gear position on the right and engages with the gear of the fourth gear pair (G5), which enables the second motor (TM) to drive the vehicle at a higher speed. At this time, the battery (B) provides power to the second motor (TM). Mode 4: Dual motor drive; Mode 4.1: Dual-motor low-speed drive; The control process is as follows: disengage the first shifting device (C1), push the second shifting device (C2) to the right position to engage with the gear of the second gear pair (G3), push the third shifting device (C3) to the left position to engage with the gear of the third gear pair (G4), and then start the second motor (TM) to drive mode; during the process of pushing the second shifting device (C2) to the right position, the first motor (GM) needs to be started to adjust the speed until the speed of the gear of the second gear pair (G3) is synchronized with the speed of the second shifting device (C2), and then push the second shifting device (C2) to the right position to engage with the gear of the second gear pair (G3); The power route is as follows: when the battery is fully charged and the vehicle's power demand is high, the first motor (GM) and the second motor (TM) drive the vehicle together. At this time, the second shift device (C2) is in the right position, and the power of the second motor (TM) is transmitted to the second gear pair (G3) to couple with the power of the first motor (GM). At this time, the third shift device (C3) is in the left low gear position, which can enable the first motor (GM) and the second motor (TM) to work together to drive the vehicle at a lower speed. The battery (B) provides power for both the first motor (GM) and the second motor (TM). Mode 4.2: Dual-motor high-speed drive; The control process is as follows: disengage the first shifting device (C1), push the second shifting device (C2) to the right position to engage the gear of the second gear pair (G3), push the third shifting device (C3) to the right position to engage the gear of the fourth gear pair (G5), and then start the second motor (TM) to drive mode; during the process of pushing the third shifting device (C3) to the right position, it is necessary to first push the third shifting device (C3) to the middle position, and then start the first motor (GM) and the second motor (TM) to adjust the speed until the speed of the third shifting device (C3) and the gear of the fourth gear pair (G5) are synchronized, and then push the third shifting device (C3) to the right position to engage the gear of the fourth gear pair (G5); The power route is as follows: when the battery is fully charged and the vehicle's power demand is high, the first motor (GM) and the second motor (TM) drive the vehicle together. At this time, the second shift device (C2) is in the right position, and the power of the second motor (TM) is transmitted to the second gear pair (G3) to couple with the power of the first motor (GM). At this time, the third shift device (C3) is in the high gear position on the right, which can enable the first motor (GM) and the second motor (TM) to work together to drive the vehicle at a higher speed. The battery (B) provides power for both the first motor (GM) and the second motor (TM). Mode 5: The second motor (TM) drives the engine to start or the engine to generate electricity; The control process is as follows: engage the first shifting device (C1), while keeping other positions unchanged; The power route is as follows: When the second motor (TM) is driving, if the battery power is insufficient, the engine (E) is started to replenish the power, and the first motor (GM) is started. The engine (E) is driven to start through the planetary gear pair (G1) and the first shifting device (C1). After the engine (E) starts, the first motor (GM) switches to power generation mode. Mode 6: The second motor (TM) and the engine (E) work together for propulsion; Mode 6.1: When the battery has a high SOC value, the second motor (TM) and the engine (E) operate in parallel for hybrid operation; The control process is as follows: After the engine (E) starts, control the speed adjustment of the engine (E) until the speed of the gear of the second gear pair (G3) on the right is the same as that of the second shift device (C2). Control the second shift device (C2) to move to the right position so that the output power of the engine (E) and the output power of the second motor (TM) are coupled at the position of the second gear pair (G3). When the third shifting device (C3) moves from the left position to the right position: the third shifting device (C3) first enters the middle position, and then simultaneously coordinates to reduce the speed of the second motor (TM) and the engine (E) until the speed of the third shifting device (C3) is consistent with the speed of the fourth gear pair (G5), and then pushes the third shifting device (C3) to the right position. When the third shifting device (C3) moves from the right position to the left position: the third shifting device (C3) first enters the middle position, and then simultaneously coordinates the increase of the speed of the second motor (TM) and the engine (E) until the speed of the third shifting device (C3) is consistent with the speed of the third gear pair (G4), and then pushes the third shifting device (C3) to the left position. The power route is as follows: When the battery is fully charged and at a high SOC value, the second motor (TM) and the engine (E) drive together. The output power of the engine and the output power of the second motor (TM) driven by the battery (B) are coupled at the second gear pair (G3). The third shifting device (C3) is located on the left and right sides in low and high gear positions respectively to realize the low and high power output of the vehicle. Mode 6.2: When the battery has a low SOC value, the second motor (TM) and the engine (E) operate in parallel for hybrid operation, while the first motor (GM) generates electricity. The control process is as follows: After the engine (E) starts, control the speed adjustment of the engine (E) until the speed of the second shift device (C2) is the same as that of the gear of the second gear pair (G3) on the right. Control the second shift device (C2) to move to the right position so that the output power of the engine (E) and the output power of the second motor (TM) are coupled at the position of the second gear pair (G3). When the third shifting device (C3) moves from the left position to the right position: the third shifting device (C3) first enters the middle position, and then simultaneously coordinates to reduce the speed of the second motor (TM) and the engine (E) until the speed of the third shifting device (C3) is consistent with the speed of the fourth gear pair (G5), and then pushes the third shifting device (C3) to the right position. When the third shifting device (C3) moves from the right position to the left position: the third shifting device (C3) first enters the middle position, and then simultaneously coordinates the increase of the speed of the second motor (TM) and the engine (E) until the speed of the third shifting device (C3) is consistent with the speed of the third gear pair (G4), and then pushes the third shifting device (C3) to the left position. The power route is as follows: When the battery is low in charge and has a low SOC value, the second motor (TM) and the engine (E) work together to drive the engine. Part of the engine's output power is used to drive the first motor (GM) to generate electricity, and the other part is coupled with the output power of the battery (B) driving the second motor (TM) at the second gear pair (G3). The third shifting device (C3) is located on the left and right sides in low and high gear positions respectively to realize the low and high power output of the vehicle. Mode 7: Engine direct drive mode; Mode 7.1: When the battery has a high SOC, the engine (E) drives directly; The control process is as follows: In engine-only drive mode, the first shift mechanism (C1) is engaged; When the third shifting device (C3) moves from the left position to the right position: the third shifting device (C3) first enters the middle position, and then the second motor (TM) is started to adjust the speed until the speed of the third shifting device (C3) is consistent with the speed of the fourth gear pair (G5), and then the third shifting device (C3) is pushed to the right position. When the third shifting device (C3) moves from the right position to the left position: the third shifting device (C3) first enters the middle position, and then the second motor (TM) is started to adjust the speed until the speed of the third shifting device (C3) is consistent with the speed of the third gear pair (G4), and then the third shifting device (C3) is pushed to the left position. The power route is as follows: When the engine (E) drives the vehicle alone, the first shift device (C1) is engaged, the second shift device (C2) is in the right position, and the third shift device (C3) can be in the left and right positions respectively to achieve low and high gear output accordingly. Mode 7.2: When the battery has a low SOC, the motor (E) drives the engine directly, and the first motor (GM) generates electricity. The control process is as follows: Consistent with mode 7.1; The power route is as follows: The engine (E) drives the vehicle alone. At this time, the first shift device (C1) is engaged, the second shift device (C2) is in the right position, and the third shift device (C3) can be in the left and right positions respectively to achieve low and high gear output. When the battery's SOC value is low, the first motor (GM) is started to generate electricity. Mode 8: Deceleration and braking power generation mode; Mode 8.1: Deceleration and braking, second motor (TM) generates electricity; The control process is as follows: Disconnect the first shifting device (C1) and push the second shifting device (C2) to the left position to engage with the gear of the first gear pair (G2); The power route is as follows: When decelerating and braking, the second motor (TM) generates electricity. At this time, the second shifting device (C2) is in the left position, and the third shifting device (C3) is in the low and high gear positions on the left and right sides to realize the generator generating electricity under different deceleration ratios. The second motor (TM) charges the battery (B) to realize kinetic energy recovery. Mode 8.2: Deceleration and braking, the first motor (GM) and the second motor (TM) generate electricity together; The control process is as follows: Disengage the first shifting device (C1) and push the second shifting device (C2) to the right position to engage with the gear of the second gear pair (G3); The power route is as follows: During deceleration and braking, the first motor (GM) and the second motor (TM) generate electricity simultaneously. The third shift device (C3) is positioned in low or high gear on the left and right sides to generate electricity under different deceleration ratios. The first motor (GM) and the second motor (TM) charge the battery (B) to achieve kinetic energy recovery. At this time, the second shift device (C2) is in the right position, and the vehicle reverses to drag the first motor (GM) and the second motor (TM) to charge the battery (B) to achieve kinetic energy recovery. Mode 8.3: Deceleration braking, TM generator, engine braking; The control process is as follows: Engage the first shifting device (C1) and push the second shifting device (C2) to the right position to engage with the gear of the second gear pair (G3); The power route is as follows: When decelerating and braking, the second motor (TM) generates electricity. At this time, the first shift device (C1) is engaged, the second shift device (C2) is in the right position, and the third shift device (C3) is in the left or right position. The vehicle's kinetic energy is transferred to the second motor (TM) through the third shift device (C3) and the second shift device (C2), and then continues to be transferred to the engine (E) through the first shift device (C1). At this time, the second motor (TM) is in the power generation mode, while the engine (E) is dragged and forms a braking effect. Mode 9: Reversing; Mode 9.1: Second motor (TM) drive; The control process is as follows: Disengage the first shifting device (C1), push the second shifting device (C2) to the left position to engage with the gear of the first gear pair (G2), and push the third shifting device (C3) to the left position to engage with the gear of the third gear pair (G4). The power route is as follows: When the vehicle is reversing, in the TM single motor pure electric drive mode, the first shift device (C1) is disengaged, the second shift device (C2) is in the left position, the third shift device (C3) is in the left low gear, and the second motor (TM) rotates in the opposite direction to achieve reversing. Mode 9.2: The first motor (GM) and the second motor (TM) drive together; The control process is as follows: Disengage the first shifting device (C1), push the second shifting device (C2) to the right position to engage the gear of the second gear pair (G3), and push the third shifting device (C3) to the left position to engage the gear of the third gear pair (G4). The power route is as follows: When the vehicle is reversing, in the dual-motor pure electric drive mode of the first motor (GM) and the second motor (TM), the first shift device (C1) is disengaged, the second shift device (C2) is in the right position, and the third shift device (C3) is in the left position in low gear. The first motor (GM) and the second motor (TM) rotate in opposite directions to achieve reversing. Mode 9.3: TM driven, GM generated; The control process is as follows: Engage the first shifting device (C1), push the second shifting device (C2) to the left position to engage the gear of the first gear pair (G2), and push the third shifting device (C3) to the left position to engage the gear of the third gear pair (G4). Power route: When the vehicle is reversing and the battery SOC value is low, the vehicle is driven by the second motor (TM). At this time, the second shift device (C2) is in the left position and the third shift device (C3) is in the left low gear. The second motor (TM) rotates in the opposite direction to realize reversing. At the same time, the first shift device (C1) engages and the first motor (GM) is adjusted to the power generation mode to generate electricity and charge the battery (B).

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