Single-motor hybrid power transmission device

Abstract

The invention relates to a single-motor hybrid power transmission device, which belongs to the technical field of hybrid electric vehicles and comprises an engine, a power input shaft, a power output shaft, a stepless speed change mechanism, a motor, a gear, a clutch, a power output device and the like. The power input shaft is provided with a first clutch, a gear a, a second clutch, a stepless speed change mechanism input end and a third clutch, and the power output shaft is provided with a gear b, a gear c, a fourth clutch, a motor, a fifth clutch and a stepless speed change mechanism output end. And each clutch is in a disconnected state, so that the engine and the motor are decoupled from each power shaft. In the running process of the automobile, due to the fact that the engine and the motor can be mutually coupled and decoupled at any time, the power source and the power mode can be switched according to the specific driving condition. The power transmission path is simple, the redundancy is high, and the reliability, economical efficiency and maintainability of the device are greatly improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a hybrid power transmission device of a single motor. Background Art

[0002] A hybrid transmission is a hybrid transmission device that can be driven by an electric motor, an engine, or both. Its main function is to transfer the power of the engine and the power of the electric motor to the wheel ends of the vehicle to provide traction for the vehicle. In the process of transmitting power, it takes into account the vehicle's power performance, smoothness and economy, which is the focus of related technologies in the vehicle field. At present, most hybrid transmissions rely on a combination of motors and gears to drive the vehicle, and the power transmission path is relatively simple. When the motor fails, due to the relationship between the gear transmission ratio, it is difficult for the engine to drive the vehicle alone through the gear combination. The combination of a continuously variable transmission and a motor can increase the power transmission path and improve the reliability of the transmission.

[0003] Regarding the research on hybrid power transmission devices with continuously variable transmissions in the field of vehicle technology, relevant personnel have conducted research and discussions. The invention with application number 202310825027.3 discloses a continuously variable dual-motor multi-mode hybrid system, which can achieve complete decoupling of the engine and the motor during the startup process and has high starting torque redundancy. However, the system structure described in the invention is complex, the cost of the dual motors is high, and the energy loss during the transmission process is large. Summary of the invention

[0004] In order to overcome the shortcomings of the prior art, the purpose of the present invention is to provide a single-motor hybrid power transmission device, which can reduce the production cost and technical implementation difficulty of the hybrid power device, and take into account the smoothness and economy of power switching during vehicle driving. The purpose of the present invention is achieved by:

[0005] A hybrid power transmission device with a single motor includes an engine, a power input shaft, a power output shaft, a continuously variable transmission mechanism, a motor, a gear, a clutch, a power output device and other mechanisms. It is characterized in that a first clutch, a gear a, a second clutch, an input end of the continuously variable transmission mechanism and a third clutch are installed on the power input shaft, wherein the first clutch is installed between the engine and the power input shaft to connect or disconnect the engine and the power input shaft, the second clutch is installed between the gear a and the power input shaft to connect or disconnect the gear a and the power input shaft, and the third clutch is installed between the input end of the continuously variable transmission mechanism and the power input shaft to connect or disconnect the input end of the continuously variable transmission mechanism and the power input shaft;

[0006] Gear b, gear c, the fourth clutch, the motor, the fifth clutch and the output end of the continuously variable transmission mechanism are installed on the power output shaft, wherein gear b is installed on the motor, the fourth clutch is installed between gear b and the power output shaft to connect or disconnect gear b with the power output shaft, and the fifth clutch is installed between the output end of the continuously variable transmission mechanism and the power output shaft to connect or disconnect the output end of the continuously variable transmission mechanism with the power output shaft.

[0007] As a further limitation of the present invention, when the first, third and fourth clutches are engaged and the remaining clutches are disconnected, the engine is coupled with the power input shaft, the continuously variable transmission mechanism and the power output shaft in sequence, and the power is transmitted from the engine to the power output device via the continuously variable transmission mechanism to drive the vehicle; when the vehicle is in a forward state and the engine needs to be started, the vehicle kinetic energy is transmitted from the power output device, the power output shaft, the continuously variable transmission mechanism and the power input shaft to the engine in sequence, thereby starting the engine.

[0008] As a further limitation of the present invention, when the first, second and fifth clutches are engaged and the remaining clutches are disconnected, the engine is coupled to the power input shaft and the power output shaft respectively. When the vehicle is in a forward state and the engine needs to be started, the vehicle kinetic energy is sequentially transmitted from the power output device, the power output shaft, gear a and gear b, and the power input shaft to the engine, thereby starting the engine; when the vehicle needs to be driven, the engine can also provide power, which is sequentially transmitted from the power input shaft, gear a, gear b, and the power output shaft to the power output device, thereby driving the vehicle.

[0009] As a further limitation of the present invention, when the first and second clutches are engaged and the other clutches are disconnected, the engine is coupled with the power input shaft and the motor, and the motor starts the engine through gear a and gear b. When the vehicle power battery needs to be charged, the engine can also drive the motor to generate electricity through gear a and gear b.

[0010] As a further limitation of the present invention, when the fifth clutch is engaged and the other clutches are disconnected, the motor is coupled to the power output shaft, and the motor can drive the vehicle alone or perform braking to recover energy.

[0011] As a further limitation of the present invention, the second, third and fourth clutches are engaged, and the remaining clutches are disconnected, and the motor is coupled with the power input shaft, the continuously variable transmission mechanism and the power output shaft, so that the motor can drive the vehicle through the continuously variable transmission mechanism.

[0012] As a further limitation of the present invention, the first, third and fourth clutches are engaged, and the remaining clutches are disconnected, the engine is coupled with the power input shaft, the continuously variable transmission mechanism and the power output shaft, and the engine can drive the vehicle alone through the continuously variable transmission mechanism.

[0013] As a further limitation of the present invention, the first, third, fourth and fifth clutches are combined, the engine is coupled to the power input shaft, the continuously variable transmission mechanism and the power output shaft, the motor is coupled to the power output shaft, and the power of the engine and the motor is converged to the power output shaft to jointly drive the vehicle to travel.

[0014] As a further limitation of the present invention, the electric motor can be used to drive the vehicle and also can be used as a generator.

[0015] As a further limitation of the present invention, the clutch includes but is not limited to wet clutch, electromagnetic clutch and other clutches.

[0016] As a further limitation of the present invention, when the engine drives the vehicle through the continuously variable transmission mechanism, the second clutch is engaged, the fifth clutch is disconnected, and the motor is coupled to the power input shaft. While the engine drives the vehicle, the surplus power can also drive the motor to generate electricity through gears.

[0017] As a further limitation of the present invention, when the engine drives the vehicle through the continuously variable transmission mechanism, the fifth clutch is engaged, the second clutch is disconnected, and the motor is coupled to the power output shaft. While the engine drives the vehicle, the surplus power can also drive the motor to generate electricity through the electric power output shaft.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] 1. The present invention can start the engine by utilizing the potential energy of the vehicle through a continuously variable transmission mechanism or gear a and gear b, thereby increasing the power transmission path for starting the engine and improving the redundancy of the engine starting path.

[0020] 2. The engine of the present invention can drive the vehicle through a continuously variable transmission mechanism or gear a and gear b. When the vehicle is driven by a continuously variable transmission mechanism, it can be applied to a variety of working conditions. When the vehicle is driven by gear a and gear b, it is only applicable to a single working condition, but the transmission efficiency is higher than that of a continuously variable transmission mechanism. The two are combined in the same hybrid power transmission device, and the modes can be switched according to needs, which can adapt to a variety of working conditions and improve the transmission efficiency.

[0021] 3. The motor of the present invention can drive the vehicle through a continuously variable speed mechanism, thereby expanding the working efficiency range of the motor and improving the energy utilization efficiency of the motor.

[0022] 4. The motor of the present invention can obtain power generation from two different paths: the power input shaft or the power output shaft, thereby improving the redundancy of the power generation path.

[0023] 5. The present invention combines the engagement and disengagement of the clutches to completely decouple the motor and the continuously variable transmission mechanism from the power input shaft and the power output shaft when the motor or the continuously variable transmission mechanism does not need to rotate, thereby reducing the wear of the bearings and other components on the motor and the continuously variable transmission mechanism and extending the service life of the bearings and other components on the motor and the continuously variable transmission mechanism.

[0024] 6. The motor, engine and continuously variable transmission mechanism of the present invention can be completely decoupled, and different operating modes can be switched at any time during operation. The mode switching speed is fast, the vehicle has good smoothness, and can ensure comfort during driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0026] Figure 1 It is a schematic diagram of the overall structure of the transmission device of the present invention;

[0027] Figure 2 Schematic diagram of the energy flow of the engine driving the vehicle through the continuously variable transmission mechanism;

[0028] Figure 3 Schematic diagram of the energy flow of the vehicle's kinetic energy starting the engine through the continuously variable transmission mechanism;

[0029] Figure 4 Schematic diagram of the energy flow of the vehicle's kinetic energy starting the engine through gear a and gear b;

[0030] Figure 5 Schematic diagram of the energy flow of the engine driving the vehicle through gear a and gear b;

[0031] Figure 6 Schematic diagram of energy flow when the engine is started by the motor;

[0032] Figure 7 Schematic diagram of energy flow of the engine driving the motor to generate electricity;

[0033] Figure 8 Schematic diagram of energy flow when the motor drives the vehicle alone;

[0034] Fig. 9 Schematic diagram of motor braking energy flow;

[0035] Fig.10 Schematic diagram of the energy flow of the motor driving the vehicle through the continuously variable transmission mechanism;

[0036] Fig.11Schematic diagram of the energy flow of the engine driving the vehicle alone through the continuously variable transmission mechanism;

[0037] Fig.12 Schematic diagram of energy flow of engine and motor power confluence;

[0038] Fig.13 Schematic diagram of the engine's surplus power being transferred from the power input shaft to the motor for power generation;

[0039] Fig.14 Schematic diagram of the engine's surplus power being transferred from the power output shaft to the motor for power generation.

[0040] In the figure: engine 10, first clutch 11, gear a12, second clutch 13, power input shaft 14, continuously variable transmission mechanism 15, continuously variable transmission mechanism power input end 15a, continuously variable transmission mechanism power output end 15b, third clutch 16, fourth clutch 17, power output shaft 18, motor 19, gear b20, fifth clutch 21, gear c22, power output device 23. DETAILED DESCRIPTION

[0041] The technical solution of the present invention is further described below with reference to the accompanying drawings and through specific implementation methods.

[0042] Among them, the drawings are only used for illustrative explanations, and they only represent schematic diagrams rather than actual pictures, and should not be understood as limitations on this patent; in order to better illustrate the embodiments of the present invention, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of the actual product; for those skilled in the art, it is understandable that some well-known structures and their descriptions in the drawings may be omitted.

[0043] like Figure 1 As shown, a single-motor hybrid power transmission device includes an engine 10, a power input shaft 14, a power output shaft 18, a continuously variable transmission mechanism 15, a motor 19, a gear b20, a clutch and a power output device 23, etc. The power input shaft 14 is equipped with a first clutch 11, a gear a12, a second clutch 13, a continuously variable transmission mechanism input end 15a, and a third clutch 16, wherein the first clutch 11 is installed between the engine 10 and the power input shaft 14 to connect or disconnect the engine 10 and the power input shaft 14, thereby completing the coupling or disconnection of torque and speed between the engine 10 and the power input shaft 14.

[0044] The second clutch 13 is installed between gear a12 and the power input shaft 14, so that gear a12 is connected or disconnected with the power input shaft 14, thereby completing the coupling or disconnection of the torque and speed between gear a12 and the power input shaft 14. Gear a12 is coupled with gear b20 to transmit power from the power input shaft 14 to the motor 19.

[0045] The third clutch 16 is installed between the input end 15a of the continuously variable transmission mechanism and the power input shaft 14, so that the input end 15a of the continuously variable transmission mechanism is connected or disconnected with the power input shaft 14, thereby completing the coupling or disconnection of the torque and speed between the input end 15a of the continuously variable transmission mechanism and the power input shaft 14; the power output shaft 18 is equipped with a gear b20, a gear c22, a fourth clutch 17, a motor 19, a fifth clutch 21 and the output end 15b of the continuously variable transmission mechanism, wherein the gear b20 is installed on the motor 19, the fourth clutch 17 is installed between the gear b20 and the power output shaft 18, so that the gear b20 is connected or disconnected with the power output shaft 18, thereby completing the coupling or disconnection of the torque and speed between the motor 19 and the power output shaft 18, and the fifth clutch 21 is installed between the output end 15b of the continuously variable transmission mechanism and the power output shaft 18, so that the output end 15b of the continuously variable transmission mechanism is connected or disconnected with the power output shaft 18, thereby completing the coupling or disconnection of the torque and speed between the continuously variable transmission mechanism 15 and the power output shaft 18.

[0046] like Figure 2 As shown, when the first clutch 11, the third clutch 16, and the fourth clutch 17 are engaged and the remaining clutches are disconnected, the engine 10 is coupled with the power input shaft 14, the continuously variable transmission mechanism 15, and the power output shaft 18 in sequence, and the power is transmitted from the engine 10 to the power output device 23 via the continuously variable transmission mechanism 15 to drive the vehicle. At this time, by adjusting the speed of the engine 10 and the speed ratio of the continuously variable transmission mechanism 15, the engine 10 can meet various driving conditions of the vehicle.

[0047] like Figure 3 As shown, when the first clutch 11, the third clutch 16, and the fourth clutch 17 are engaged and the remaining clutches are disconnected, the engine 10 is coupled with the power input shaft 14, the continuously variable transmission mechanism 15, and the power output shaft 18 in sequence. When the vehicle is in a forward state and the engine 10 needs to be started, the vehicle kinetic energy is transmitted from the power output device 23, the power output shaft 18, the continuously variable transmission mechanism 15, and the power input shaft 14 to the engine 10 in sequence. The speed ratio is changed by the continuously variable transmission mechanism 15 to adjust the speed of the starting engine 10, so that the speed of the engine 10 after ignition and starting can match the speed of the entire vehicle, saving fuel while improving the driving experience, thereby achieving the purpose of starting the engine by the vehicle potential energy.

[0048] like Figure 4As shown, when the vehicle speed and the engine 10 speed can be matched through the speed ratio of gear a12 and gear b20, when the engine 10 needs to be started, the first clutch 11, the second clutch 13, and the fifth clutch 21 are engaged, and when the remaining clutches are disconnected, the engine 10 is coupled with the power input shaft 14 and the power output shaft 18 respectively, and the vehicle kinetic energy is transmitted from the power output device 23, the power output shaft 18, the gear a12 and the gear b20, and the power input shaft 14 to the engine 10 in sequence, thereby starting the engine 10.

[0049] like Figure 5 As shown, when the vehicle needs to be driven, the engine 10 can also provide power through the gear a12 and the gear b20. The first clutch 11, the second clutch 13, and the fifth clutch 21 are engaged, and when the other clutches are disconnected, the power of the engine 10 is sequentially transmitted from the power input shaft 14, the gear a12, the gear b20, and the power output shaft 18 to the power output device 23, thereby driving the vehicle. Due to the high efficiency of gear transmission, when the engine 10 directly transmits power through the gear a12 and the gear b20, the overall transmission efficiency is optimal.

[0050] like Figure 6 As shown, when the first clutch 11 and the second clutch 13 are engaged and the other clutches are disconnected, the engine 10 is coupled with the power input shaft 14 and the motor 19. At this time, the motor 19 can reverse according to the current vehicle speed and the speed of the engine 10, start the engine 10 through gear a12 and gear b20, increase the speed of the engine 10, and prepare for the subsequent required speed of the engine 10.

[0051] like Figure 7 As shown, when the first clutch 11 and the second clutch 13 are engaged and the other clutches are disconnected, the engine 10 is coupled with the power input shaft 14 and the motor 19. At this time, all the current power of the engine 10 can be used for the motor 19 to generate electricity.

[0052] like Figure 8 As shown, when the fifth clutch 21 is engaged and the other clutches are disconnected, the motor 19 is coupled to the power output shaft 18, and the motor 19 can drive the vehicle alone, thereby realizing pure electric driving.

[0053] like Fig. 9 As shown, when the fifth clutch 21 is engaged and the other clutches are disconnected, the motor 19 is coupled to the power output shaft 18, and the motor 19 can brake the vehicle to recover the vehicle's kinetic energy.

[0054] like Fig.10As shown, the second clutch 13, the third clutch 16, and the fourth clutch 17 are engaged, and the other clutches are disconnected, and the motor 19 is coupled with the power input shaft 14, the continuously variable transmission mechanism 15, and the power output shaft 18, so that the motor 19 can drive the vehicle through the continuously variable transmission mechanism 15. When the continuously variable transmission mechanism 15 adjusts different speed ratios, the high-efficiency working range of the motor 19 can be expanded, thereby improving the energy utilization efficiency of the motor 19.

[0055] like Fig.11 As shown, the first clutch 11, the third clutch 16, and the fourth clutch 17 are engaged, and the other clutches are disconnected. The engine 10 is coupled with the power input shaft 14, the continuously variable transmission mechanism 15, and the power output shaft 18. The speed of the engine 10 and the speed ratio of the continuously variable transmission mechanism 15 are regulated to match the speed of the vehicle. The engine 10 can adapt to various working conditions through the continuously variable transmission mechanism 15 to drive the vehicle alone.

[0056] like Fig.12 As shown, the first clutch 11, the third clutch 16, the fourth clutch 17, and the fifth clutch 21 are combined, the engine 10 is coupled with the power input shaft 14, the continuously variable transmission mechanism 15, and the power output shaft 18, and the motor 19 is coupled with the power output shaft 18, and the power of the engine 10 and the motor 19 converges to the power output shaft 18 to drive the vehicle to travel. At this time, the vehicle can obtain a larger acceleration by adjusting the speed of the engine 10, the speed ratio of the continuously variable transmission mechanism 15, and the output power of the motor 19 to meet the demand for vehicle acceleration power.

[0057] like Fig.13 As shown, when the engine 10 drives the vehicle through the continuously variable transmission mechanism 15, the second clutch 13 is engaged, the fifth clutch 21 is disconnected, and the motor 19 is coupled to the power input shaft 14. At this time, the speed of the engine 10 is regulated to keep it in the optimal working efficiency range, so that while the engine 10 drives the vehicle, its surplus power is from the power input shaft 14 through gear a12 and gear b20 to drive the motor 19 to generate electricity, so as to improve the energy utilization efficiency of the engine 10.

[0058] like Fig.14 As shown, when the engine 10 drives the vehicle through the continuously variable transmission mechanism 15, the fifth clutch 21 is engaged, the second clutch 13 is disconnected, and the motor 19 is coupled to the power output shaft 18. At this time, the speed of the engine 10 is regulated to keep it in the optimal working efficiency range, so that while the engine 10 drives the vehicle, its surplus power is driven from the power output shaft 18 through gear a12 and gear b20 to drive the motor 19 to generate electricity, so as to improve the energy utilization efficiency of the engine 10.

[0059] The electric machine 19 can be used to drive the vehicle and also can be used as a generator.

[0060] The clutch includes but is not limited to wet clutch, electromagnetic clutch and other clutches, so as to improve the gear shifting efficiency, reduce the gear shifting frustration, and enhance the smoothness of the vehicle gear shifting and the driving experience.

[0061] The specific working mode is as follows:

[0062] When the engine 10 is in the off state, the motor 19 can be used to start the engine 10 by forward rotation through the gear a12 and the gear b20; the vehicle potential energy can also be used to start the engine 10 through the continuously variable transmission mechanism 15, so that the ignition speed of the engine 10 matches the current vehicle speed, thereby shortening the acceleration time and improving the working efficiency range of the engine 10 and saving fuel. When the engine 10 drives the vehicle, by combining the first 11, second 13, third 16, fourth 17 clutch or combining the first 11, third 16, fourth 17, fifth 21 clutch, the surplus power of the engine 10 can be transferred to the motor 19 through the gear a12 and the gear b20 or the power output shaft 18 to generate electricity. When the vehicle does not need to be driven, by combining the first 11, second 13 clutch, the power of the engine 10 can be fully transferred to the motor 19 by the gear a12 and the gear b20 to generate electricity. When the vehicle needs to brake, the fifth clutch 21 can be combined to disconnect the remaining clutches, so that the power output shaft 18 is coupled with the motor 19, thereby completing energy recovery. When the vehicle is driven by the motor 19, the fifth clutch 21 is combined, and the remaining clutches are disconnected. The motor 19 can directly drive the vehicle. The second 13, third 16, and fourth 17 clutches are combined, and the remaining clutches are disconnected. The motor 19 drives the vehicle through the continuously variable transmission mechanism 15, which can effectively expand the working efficiency range of the motor 19 and improve the energy utilization efficiency of the motor 19. When the vehicle is driven by the engine 10, the first 11, third 16, and fourth 17 clutches are combined, and the remaining clutches are disconnected. The engine 10 drives the vehicle through the continuously variable transmission mechanism 15. When the vehicle is driven by the engine 10 and the motor 19 together, the first 11, third 16, fourth 17, and fifth 21 clutches are combined, and the power of the engine 10 and the motor 19 converges on the power output shaft 18 to drive the vehicle together. Through the engagement and disconnection of the first 11, second 13, third 16, fourth 17, and fifth 21 clutches of the hybrid transmission device, the monitoring and regulation of the forward and reverse rotation of the motor 19, and the regulation of the continuously variable transmission mechanism 15, the engine 10 can match the speed of the vehicle at any time to provide power, and the motor 19 can participate in driving, braking, and power generation at any time, so that the vehicle can be seamlessly connected during the process of starting, driving, accelerating, generating electricity, and kinetic energy recovery braking, thereby achieving smooth gear shifting and stable driving of the vehicle to obtain a better driving experience. During the driving process of the vehicle, it can be switched at any time between the fuel, pure electric, and hybrid modes according to the working efficiency range of the engine 10 and the motor 19 to improve the working efficiency and energy utilization efficiency of the engine 10 and the motor 19, thereby achieving the purpose of saving fuel.

[0063] It should be noted that the above specific implementations are only preferred embodiments of the present invention and the technical principles used. Those skilled in the art should understand that various modifications, equivalent substitutions, changes, etc. can be made to the present invention. However, as long as these changes do not deviate from the spirit of the present invention, they should be within the scope of protection of the present invention. In addition, some terms used in the specification and claims of this application are not restrictive, but are only for the convenience of description.

Claims

1. A single-motor hybrid power transmission device, comprising an engine (10), a power input shaft (14), a power output shaft (18), a continuously variable transmission mechanism (15), a motor (19), at least one gear, at least one clutch and a power output device (23), characterized in that: The power input shaft (14) is equipped with a first clutch (11), a gear a (12), a second clutch (13), an input end of a continuously variable transmission mechanism (15a), and a third clutch (16); The first clutch (11) is installed between the engine (10) and the power input shaft (14) to connect or disconnect the engine (10) and the power input shaft (14); the second clutch (13) is installed between the gear a (12) and the power input shaft (14) to connect or disconnect the gear a (12) and the power input shaft (14); the third clutch (16) is installed between the input end (15a) of the continuously variable transmission mechanism and the power input shaft (14) to connect or disconnect the input end (15a) of the continuously variable transmission mechanism and the power input shaft (14); The power output shaft is provided with a gear b (20), a gear c (22), a fourth clutch (17), a motor (19), a fifth clutch (21) and an output end (15b) of a continuously variable transmission mechanism, wherein the gear b (20) is provided on the motor (19), the fourth clutch (17) is provided between the gear b (20) and the power output shaft (18) to enable the gear b (20) to be coupled to or disconnected from the power output shaft (18), and the fifth clutch (21) is provided between the output end (15b) of the continuously variable transmission mechanism and the power output shaft (18) to enable the output end (15b) of the continuously variable transmission mechanism to be coupled to or disconnected from the power output shaft (18); The motor (19) is used to drive a vehicle or as a generator; The clutch is one of a wet clutch, a dry clutch or an electromagnetic clutch.

2. A single-motor hybrid power transmission device according to claim 1, characterized in that: When the first clutch (11), the third clutch (16) and the fourth clutch (17) are engaged and the other clutches are disconnected, the engine (10) directly drives the vehicle through the continuously variable transmission mechanism (15) or the engine (10) is started by the kinetic energy of the vehicle through the continuously variable transmission mechanism (15).

3. The single-motor hybrid power transmission device according to claim 1, characterized in that: When the first clutch (11), the second clutch (13) and the fifth clutch (21) are engaged and the other clutches are disconnected, the engine (10) is started by the kinetic energy of the vehicle through the gear a (12) and the gear b (20), or the engine (10) drives the vehicle through the gear a (12) and the gear b (20).

4. The single-motor hybrid power transmission device according to claim 1, characterized in that: When the first clutch (11) and the second clutch (13) are engaged and the other clutches are disconnected, the engine (10) is started by the motor (19) or the engine (10) drives the motor (19) to generate electricity.

5. The single-motor hybrid power transmission device according to claim 1, characterized in that: When the fifth clutch (21) is engaged and the other clutches are disconnected, the motor (19) alone drives the vehicle or performs braking to recover energy.

6. The single-motor hybrid power transmission device according to claim 1, characterized in that: The second clutch (13), the third clutch (16) and the fourth clutch (17) are engaged, the other clutches are disconnected, and the motor (19) drives the vehicle through the continuously variable transmission mechanism (15).

7. The single-motor hybrid power transmission device according to claim 1, characterized in that: The first clutch (11), the third clutch (16), and the fourth clutch (17) are engaged, and the other clutches are disconnected, and the engine (10) drives the vehicle alone through the continuously variable transmission mechanism (15).

8. The single-motor hybrid power transmission device according to claim 1, characterized in that: The first clutch (11), the third clutch (16), the fourth clutch (17) and the fifth clutch (21) are combined, and the output power of the engine (10) and the motor (19) is converged to the power output shaft (18) to jointly drive the vehicle.

9. The single-motor hybrid power transmission device according to claim 2, characterized in that: When the engine (10) drives the vehicle through the continuously variable transmission mechanism (15), the second clutch (13) is engaged and the fifth clutch (21) is disconnected. While the engine (10) drives the vehicle, the surplus power drives the motor (19) to generate electricity through the gears.

10. The single-motor hybrid power transmission device according to claim 2, characterized in that: When the engine (10) drives the vehicle through the continuously variable transmission mechanism, the fifth clutch (21) is engaged and the second clutch (13) is disconnected. While the engine (10) drives the vehicle, the surplus power drives the motor (19) to generate electricity through the power output shaft (18).

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