Dual-motor multi-mode hybrid power transmission device

Abstract

The invention provides a dual-motor multi-mode hybrid power transmission device, and relates to the technical field of hybrid electric vehicles, the dual-motor multi-mode hybrid power transmission device comprises an input shaft, an output shaft, a planetary gear assembly and a torque transmission device, the planetary gear assembly comprises a planetary gear row, and the torque transmission device comprises three clutches and two brakes. The first clutch is connected with the first planet carrier and the second gear ring, the second clutch is connected with the second sun gear and the third planet carrier, the third clutch is connected with the second sun gear and the third gear ring, the first brake is connected with the third gear ring, and the second brake is connected with the first gear ring. The output shaft is connected with a third planet carrier; the clutch and the brake are selectively engaged to adjust the output mode. The transmission has the beneficial effects that different requirements of low-speed and high-speed driving of a vehicle are met, the working requirement of the vehicle without electric power participation is met through a fixed gear mode, the transmission ratio range is large, the transmission efficiency is high, and the structure is simple and compact.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid electric vehicles, and in particular to a dual-motor multi-mode hybrid electric transmission device. Background Art

[0002] Traditional single-power source vehicles struggle to achieve both fuel economy and environmental friendliness. Hybrid transmissions, by virtue of their ability to combine the internal combustion engine with an electric motor, offer significant advantages in reducing fuel consumption and exhaust emissions. Currently, power-split hybrid systems distribute engine output power through a planetary gear train, achieving continuously variable transmissions. This improves fuel efficiency and reduces harmful emissions across a wide range of operating conditions. However, due to their rigid structure, single-mode power-split systems have a limited range of transmission ratios, making it difficult to meet the vehicle's requirements for different speed ratios in urban conditions and during high-speed cruising. Therefore, it is necessary to combine the two power-split modes and propose a dual-mode power-split hybrid transmission.

[0003] The dual-mode power-split hybrid transmission features different power-split modes, improving system efficiency and vehicle performance. It utilizes a planetary gear train, electric motor, clutch, and brake system to implement these multiple power-split modes. At low speeds or in urban congestion, the system can utilize high-efficiency electric motor drive or electric motor compensation modes to achieve zero or low emissions. At medium and high speeds, the system switches to engine-dominated power-split mode, expanding the available gear ratio range and further improving transmission efficiency for optimal fuel economy and emissions performance.

[0004] Although dual-mode power-split hybrid transmissions have many advantages over single-mode power-split power transmissions, the dual-mode power-split hybrid transmissions currently on the market have problems such as complex control, limited transmission ratio range, and low transmission efficiency. Therefore, it is very necessary to research and develop new multi-mode hybrid transmissions with a larger transmission ratio range and higher transmission efficiency. Summary of the Invention

[0005] In view of this, in order to solve the above-mentioned problems existing in the dual-mode power-split hybrid transmission device, an embodiment of the present invention provides a dual-motor multi-mode hybrid transmission device.

[0006] An embodiment of the present invention provides a dual-motor multi-mode hybrid power transmission device, comprising: an input shaft, an output shaft, a planetary gear assembly, and a torque transmission device.

[0007] The planetary gear assembly includes a first planetary gear row, a second planetary gear row, and a third planetary gear row arranged in sequence from front to back, the first planetary gear row including a first ring gear, a first planetary gear, a first planetary carrier, and a first sun gear, the second planetary gear row including a second ring gear, a second planetary gear, a second planetary carrier, and a second sun gear, the third planetary gear row including a third ring gear, a third planetary gear, a third planetary carrier, and a third sun gear, the first sun gear and the second planetary carrier are fixedly connected, and the second ring gear and the third sun gear are fixedly connected;

[0008] The torque transmission device includes a first clutch, a second clutch, a third clutch, a first brake, and a second brake, the first clutch connecting the first planet carrier and the second ring gear, the second clutch connecting the second sun gear and the third planet carrier, the third clutch connecting the second sun gear and the third ring gear, the first brake connecting the third ring gear, and the second brake connecting the first ring gear;

[0009] One end of the input shaft is connected to the first sun gear, and the other end is used to connect to the engine;

[0010] The first ring gear is used to connect to the first motor;

[0011] The second ring gear is used to connect to the second motor;

[0012] The output shaft is connected to the third planet carrier;

[0013] The first clutch, the second clutch, the third clutch, the first brake, and the second brake are selectively engaged to adjust a power output mode of the transmission.

[0014] Furthermore, it also includes an engine, a first motor and a second motor, the engine is connected to the input shaft, the first motor is connected to the first ring gear, and the second motor is connected to the second ring gear.

[0015] Furthermore, the first clutch and the first brake are engaged, the second motor is started, and the output shaft outputs in a pure electric mode.

[0016] Furthermore, the first clutch and the first brake are engaged, the engine, the first motor, and the second motor are started, and the output shaft outputs in an input-split mode.

[0017] Furthermore, the second clutch and the third clutch are engaged, the engine, the first motor, and the second motor are started, and the output shaft outputs power in a compound-split mode.

[0018] Furthermore, only the engine is started, and six fixed gear modes are achieved by controlling the working states of the clutch and the brake.

[0019] Furthermore, the six fixed gear modes are as follows:

[0020] First gear operating mode: the first brake, the second brake, and the first clutch are engaged to establish a first reduction gear ratio between the input shaft and the output shaft;

[0021] Second gear operating mode: the first brake, the first clutch, and the second clutch are engaged to establish a second downshift gear ratio between the input shaft and the output shaft;

[0022] Third gear operating mode: the first brake, the first clutch, and the third clutch are engaged to establish a third downshift gear ratio between the input shaft and the output shaft;

[0023] Fourth gear operating mode: the first clutch, the second clutch, and the third clutch are engaged to establish a fourth direct gear transmission ratio between the input shaft and the output shaft;

[0024] Fifth gear operating mode: the second brake, the first clutch, and the third clutch are engaged to establish a fifth overdrive gear ratio between the input shaft and the output shaft;

[0025] Sixth gear operating mode: the second brake, the first clutch, and the second clutch are engaged to establish a sixth overdrive gear ratio between the input shaft and the output shaft.

[0026] Furthermore, the first brake and the first clutch are engaged, the second motor is reversed, and the output shaft is reversed to establish a reverse gear.

[0027] Furthermore, it also includes a housing, the planetary gear assembly and the torque transmission device are both arranged in the housing, and the first brake and the second brake are both fixedly installed in the housing.

[0028] Furthermore, the first clutch, the second clutch and the third clutch are multi-plate wet clutches or dog clutches, and the first brake and the second brake are drum brakes or multi-plate wet brakes.

[0029] The beneficial effects brought about by the technical solution provided by the embodiments of the present invention are:

[0030] 1. A dual-motor, multi-mode hybrid power transmission of the present invention comprises a planetary gear assembly employing three planetary gear rows arranged in a front-to-rear direction. A first clutch, a second clutch, a third clutch, a first brake, and a second brake are selectively engaged to adjust the power output mode of the transmission, thereby realizing a pure electric mode, an input split mode, a compound split mode, and six fixed gear modes. The input split mode and the compound split mode meet the different requirements of low-speed and high-speed vehicle driving, and the six fixed gear modes meet the vehicle's operating requirements when no electric power is involved. The transmission has a wide transmission ratio range, high transmission efficiency, a small axial dimension, and a simple and compact structure.

[0031] 2. In a dual-motor multi-mode hybrid transmission device of the present invention, the control of the pure electric mode, input split mode and compound split mode requires the engagement of two control elements, and each fixed gear mode requires the engagement of three control elements. Moreover, when switching between adjacent fixed gears, only one control element needs to be engaged and disconnected, which simplifies the control. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 This is a transmission principle diagram of a dual-motor multi-mode hybrid power transmission device of the present invention;

[0033] Figure 2 This is a working logic diagram of a dual-motor multi-mode hybrid power transmission device of the present invention.

[0034] In the figure: 1. input shaft; 2. first motor; 3. housing; 4. second motor; 5. output shaft; 6. first ring gear; 7. first planetary gear; 8. first planetary carrier; 9. first sun gear; 10. second ring gear; 11. second planetary gear; 12. second planetary carrier; 13. second sun gear; 14. third ring gear; 15. third planetary gear; 16. third planetary carrier; 17. third sun gear; 18. engine; B1. first brake; B2. second brake; C1. first clutch; C2. second clutch; C3. third clutch. DETAILED DESCRIPTION

[0035] To make the objectives, technical solutions, and advantages of the present invention more apparent, embodiments of the present invention will be further described below with reference to the accompanying drawings. The following describes a preferred embodiment of the present invention among multiple possible embodiments, which is intended to provide a basic understanding of the present invention but is not intended to identify the key or decisive elements of the present invention or to limit the scope of protection.

[0036] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0037] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered part of the specification.

[0038] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further discussed in the subsequent drawings. At the same time, it should be understood that for ease of description, the sizes of the various parts shown in the drawings are not drawn according to the actual scale.

[0039] It should be noted that, unless otherwise specified or limited, the terms "mounted" and "connected" should be understood broadly. For example, they can refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. Those skilled in the art will understand the specific meanings of these terms in the present invention based on the specific circumstances.

[0040] Please refer to Figure 1 An embodiment of the present invention provides a dual-motor multi-mode hybrid power transmission device, which is applied to a hybrid vehicle and mainly includes: an input shaft 1, an output shaft 5, a planetary gear assembly and a torque transmission device.

[0041] The planetary gear assembly includes a first planetary gear row, a second planetary gear row and a third planetary gear row arranged in sequence from front to back, and each planetary gear row is composed of a sun gear, a planet carrier, a planetary gear and a ring gear. Specifically,

[0042] The first planetary gear row includes a first ring gear 6, first planetary gears 7, a first planet carrier 8, and a first sun gear 9. The first sun gear 9 and the first planetary gears 7 are externally meshed for transmission, while the first planetary gears 7 and the first ring gear 6 are internally meshed for transmission. The first planetary gears 7 are rotatably supported on the first planet carrier 8.

[0043] The second planetary gear train includes a second ring gear 10, second planetary gears 11, a second planet carrier 12, and a second sun gear 13. The second sun gear 13 and the second planetary gears 11 are externally meshed for transmission, while the second planetary gears 11 and the second ring gear 10 are internally meshed for transmission. The second planetary gears 11 are rotatably supported on the second planet carrier 12.

[0044] The third planetary gear row includes a third ring gear 14, third planetary gears 15, a third planet carrier 16, and a third sun gear 17. The third sun gear 17 and the third planetary gears 15 are externally meshed for transmission, while the third planetary gears 15 and the third ring gear 14 are internally meshed for transmission. The third planetary gears 15 are rotatably supported on the third planet carrier 16.

[0045] Furthermore, the first sun gear 9 and the second planet carrier 12 are fixedly connected, and the second ring gear 10 and the third sun gear 17 are fixedly connected.

[0046] The torque transmission device includes a first clutch C1, a second clutch C2, a third clutch C3, a first brake B1 and a second brake B2. The first clutch C1 connects the first planetary carrier 8 and the second ring gear 10, the second clutch C2 connects the second sun gear 13 and the third planetary carrier 16, the third clutch C3 connects the second sun gear 13 and the third ring gear 14, the first brake B1 connects the third ring gear 14, and the second brake B2 connects the first ring gear 6.

[0047] In this embodiment, the first clutch C1, the second clutch C2, and the third clutch C3 are multi-plate wet clutches or dog clutches, and the first brake B1 and the second brake B2 are drum brakes or multi-plate wet brakes. It will be appreciated that the first clutch C1, the second clutch C2, and the third clutch C3 may also be other types of clutches, and the first brake B1 and the second brake B2 may also be other types of brakes, depending on actual application requirements.

[0048] Generally, a dual-motor multi-mode hybrid transmission device of the present invention further includes a housing 3 , the planetary gear assembly and the torque transfer device are both disposed in the housing 3 , and the first brake B1 and the second brake B2 are both fixedly mounted in the housing 3 .

[0049] One end of the input shaft 1 is connected to the first sun gear 9, and the other end is used to connect to the engine 20. The first ring gear 6 is used to connect to the first motor 2 and can rotate under the drive of the first motor 2. The second ring gear 10 is used to connect to the second motor 4 and can rotate under the drive of the second motor 4. In actual use, when power is input from at least one of the engine 20, the first motor 2, and the second motor 4, the output shaft 5 can output power to the vehicle to drive the vehicle.

[0050] The first clutch C1 , the second clutch C2 , the third clutch C3 , the first brake B1 , and the second brake B2 are selectively engaged to adjust a power output mode of the transmission.

[0051] The dual-motor multi-mode hybrid transmission device of the present invention, when applied to a hybrid vehicle, generally includes an engine 20, a first motor 2, and a second motor 4. The engine 20 is connected to the input shaft 1, the first motor 2 is connected to the first ring gear 6, and the second motor 4 is connected to the second ring gear 10. Figure 2 As shown, the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1 and the second brake B2 are selectively engaged to cooperate with the partial or full power output of the engine 20, the first motor 2 and the second motor 4 to achieve different modes of power output, as follows:

[0052] Pure Electric Mode: The first clutch C1 and the first brake B1 are engaged, the second motor 4 is activated, and the output shaft 5 operates in pure electric mode. Specifically, the first clutch C1 is engaged to connect the first planetary carrier 8 to the second ring gear 10, and the first brake B1 is engaged to connect the third ring gear 14 to the housing 3. The first brake B1 prevents the third ring gear 14 from rotating relative to the housing 3. The engine 20 and the first motor 2 are deactivated, leaving only the second motor 4 activated. The second motor 4 rotates the second ring gear 10, which in turn drives the third sun gear 17. The third sun gear 17 meshes with the third planetary gears 15, driving the third planetary carrier 16. This, in turn, drives the output shaft 5, thereby driving the vehicle. Since pure electric mode is typically used when the vehicle is starting and immediately enters a low-speed phase (i.e., input-split mode), the first clutch C1 is engaged in pure electric mode.

[0053] Input-split mode: The first clutch C1 and the first brake B1 are engaged, the engine 20, the first motor 2, and the second motor 4 are started, and the output shaft 5 operates in input-split mode. Specifically, the first clutch C1 is engaged to connect the first planetary carrier 8 to the second ring gear 10. At this point, the power input from the engine 20 via the input shaft 1 to the first sun gear 9 is split into two parts. One part of the power is input to the first planetary carrier 8, flows through the second ring gear 10 to the third sun gear 17, enters the third planetary gear set, and finally flows through the third planetary carrier 16 to the output shaft 5. The other part of the power is input to the first planetary gear set through the first sun gear 9, and then drives the first motor 2 to generate electricity through the first ring gear 6, which is then converted into electrical energy and stored. This power then drives the second motor 4 to rotate, driving the second ring gear 10 to rotate the third sun gear 17. The third sun gear 17 meshes with the third planetary gear 15, driving the third planetary carrier 16, and finally, through the third planetary carrier 16, driving the output shaft 5. Power splitting in input-split mode is suitable for vehicle starting and low-speed driving.

[0054] Compound-split output mode: The second clutch C2 and the third clutch C3 engage, starting the engine 20, the first motor 2, and the second motor 4. The output shaft 5 operates in compound-split mode. Specifically, the second clutch C2 engages to connect the third planetary carrier 16 to the second sun gear 13, and the third clutch C3 engages to connect the third ring gear 14 to the second sun gear 13. At this point, the power input from the engine 20 via the input shaft 1 to the first sun gear 9 flows into the second planetary carrier 12, then through the second sun gear 13 to the third planetary carrier 16, and finally to the output shaft 5. Furthermore, the power input from the engine 20 via the input shaft 1 is transferred to the first planetary row via the first sun gear 9, and then through the first ring gear 6 to drive the first motor 2 to generate electricity, which is then stored. The second motor 4 operates, and its output power flows through the second ring gear 10 to the third sun gear 17. The third sun gear 17 meshes with the third planetary gears 15, driving the third planetary carrier 16 to rotate. Finally, the third planetary carrier 16 drives the output shaft 5 to rotate. The composite diversion mode of this mode is suitable for vehicles traveling at medium and high speeds.

[0055] In addition, the dual-motor multi-mode hybrid transmission device of the present invention can also realize six fixed gear modes by starting only the engine 20 and controlling the working state of the clutch and brake. The six fixed gear modes are as follows:

[0056] First Gear Operating Mode: The first brake B1, the second brake B2, and the first clutch C1 are engaged to establish a first downshift gear ratio between the input shaft 1 and the output shaft 5. Specifically, the first clutch C1 is engaged to connect the first planetary carrier 8 with the second ring gear 10. The first brake B1 is engaged to connect the third ring gear 14 with the housing 3, preventing the third ring gear 14 from rotating relative to the housing 3. The second brake B2 is engaged to connect the first ring gear 6 with the housing 3, preventing the first ring gear 6 from rotating relative to the housing 3. At this time, power input from the engine 20 via the input shaft 1 enters the first planetary carrier 8 through the first sun gear 9, then enters the second ring gear 10, and then flows through the third sun gear 17 and the third planetary carrier 16 to the output shaft 5. At this point, the first downshift gear ratio is established between the input shaft 1 and the output shaft 5, and first gear is a downshift gear.

[0057] Second gear operating mode: The first brake B1, the first clutch C1, and the second clutch C2 are engaged to establish a second downshift gear ratio between the input shaft 1 and the output shaft 5. Specifically, the first clutch C1 is engaged to connect the first planet carrier 8 with the second ring gear 10, the second clutch C2 is engaged to connect the third planet carrier 16 with the second sun gear 13, and the first brake B1 is engaged to connect the third ring gear 14 with the housing 3, preventing the third ring gear 14 from rotating relative to the housing 3. At this point, part of the power input from the engine 20 via the input shaft 1 enters the first planet carrier 8 through the first sun gear 9, then enters the second ring gear 10, and then flows through the third sun gear 17 and the third planet carrier 16 to the output shaft 5. The remaining power flows through the second planet carrier 12 and the second sun gear 13, then enters the third planet carrier 16, and finally flows to the output shaft 5. At this point, a second downshift gear ratio is established between the input shaft 1 and the output shaft 5, making second gear a downshift gear.

[0058] Third gear operating mode: The first brake B1, the first clutch C1, and the third clutch C3 are engaged to establish a third downshift gear ratio between the input shaft 1 and the output shaft 5. Specifically, the first clutch C1 is engaged to connect the first planetary carrier 8 with the second ring gear 10, and the third clutch C3 is engaged to connect the third ring gear 14 with the second sun gear 13. The first brake B1 is engaged to connect the third ring gear 14 with the housing 3, preventing the third ring gear 14 from rotating relative to the housing 3. At this point, part of the power input from the engine 20 via the input shaft 1 enters the first planetary carrier 8 through the first sun gear 9, then enters the second ring gear 10, and then flows through the third sun gear 17 and the third planetary carrier 16 to the output shaft 5. The remaining power flows through the second planetary carrier 12 and the second sun gear 13 to the third planetary gear 15, and then flows through the third planetary gear 15 and the third planetary carrier 16 to the output shaft 5. At this point, a third downshift gear ratio is established between the input shaft 1 and the output shaft 5, and third gear is a downshift gear.

[0059] In the fourth gear operating mode, the first clutch C1, the second clutch C2, and the third clutch C3 are engaged to establish a fourth direct gear ratio between the input shaft 1 and the output shaft 5. Specifically, the first clutch C1 is engaged to connect the first planet carrier 8 with the second ring gear 10, the second clutch C2 is engaged to connect the third planet carrier 16 with the second sun gear 13, and the third clutch C3 is engaged to connect the third ring gear 14 with the second sun gear 13. At this point, the power input from the engine 20 via the input shaft 1 partially enters the first planet carrier 8 through the first sun gear 9, then enters the second ring gear 10, and then flows through the third sun gear 17 and the third planet carrier 16 to the output shaft 5. Another portion of the power flows through the second planet carrier 12 and the second sun gear 13 to the third planet carrier 16, and finally to the output shaft 5. Another portion of the power flows through the second planet carrier 12 and the second sun gear 13 to the third planet gear 15, and then flows through the third ring gear 14, the third planet gear 15, and the third planet carrier 16 to the output shaft 5. At this time, a fourth direct gear transmission ratio can be established between the input shaft 1 and the output shaft 5 , and the fourth gear is a direct gear.

[0060] Fifth Gear Operating Mode: The second brake B2, the first clutch C1, and the third clutch C3 are engaged to establish a fifth overdrive gear ratio between the input shaft 1 and the output shaft 5. Specifically, the first clutch C1 is engaged to connect the first planetary carrier 8 with the second ring gear 10, the third clutch C3 is engaged to connect the third ring gear 14 with the second sun gear 13, and the second brake B2 is engaged to connect the first ring gear 6 with the housing 3, preventing the first ring gear 6 from rotating relative to the housing 3. At this point, part of the power input from the engine 20 via the input shaft 1 enters the first planetary carrier 8 through the first sun gear 9, then enters the second ring gear 10, and then flows through the third sun gear 17 and the third planetary carrier 16 to the output shaft 5. The remaining power flows through the second planetary carrier 12 and the second sun gear 13 to the third planetary gear 15, and then through the third planetary gear 15 and the third planetary carrier 16 to the output shaft 5. At this point, a fifth overdrive gear ratio is established between the input shaft 1 and the output shaft 5, making fifth gear an overdrive gear.

[0061] Sixth Gear Operating Mode: The second brake B2, the first clutch C1, and the second clutch C2 are engaged to establish a sixth overdrive gear ratio between the input shaft 1 and the output shaft 5. Specifically, the first clutch C1 is engaged to connect the first planetary carrier 8 with the second ring gear 10, the third clutch C3 is engaged to connect the third ring gear 14 with the second sun gear 13, and the second brake B2 is engaged to connect the first ring gear 6 with the housing 3, preventing the first ring gear 6 from rotating relative to the housing 3. At this point, part of the power input from the engine 20 via the input shaft 1 enters the first planetary carrier 8 through the first sun gear 9, then into the second ring gear 10, and then flows through the third sun gear 17 and the third planetary carrier 16 to the output shaft 5. The remaining power flows through the second planetary carrier 12 and the second sun gear 13 to the third planetary carrier 16, and finally to the output shaft 5. At this point, a sixth overdrive gear ratio is established between the input shaft 1 and the output shaft 5, making sixth gear an overdrive gear.

[0062] It should be noted that, in a dual-motor multi-mode hybrid transmission device of the present invention, the control of the pure electric mode, input split mode and compound split mode only requires the engagement of two control elements (clutch, brake) of the torque transfer device, each fixed gear mode requires the engagement of three control elements, and when switching between adjacent fixed gears, only one control element (clutch, brake) of the torque transfer device needs to be replaced, which makes the control simple.

[0063] To reverse the vehicle, the first brake B1 and the first clutch C1 are engaged, and the second motor 4 rotates in the reverse direction. The first brake B1 is engaged to connect the third ring gear 14 to the housing 3, preventing it from rotating relative to the housing 3. The first clutch C1 is engaged to connect the first planetary carrier 8 to the second ring gear 10. The engine 20 and the first motor 2 are stopped, and the second motor 4 rotates in the reverse direction, driving the second ring gear 10, which in turn rotates the third solar cell. This in turn drives the output shaft 5 in the reverse direction via the third planetary carrier 16, establishing reverse gear.

[0064] In this document, directional terms such as front, back, top, and bottom are defined based on the positions of components in the accompanying drawings and relative to each other, and are intended for clarity and convenience in describing the technical solution. It should be understood that these terms are relative and may vary depending on usage and placement. The use of these directional terms should not limit the scope of protection claimed in this application.

[0065] The above embodiments and features of the embodiments may be combined with each other unless they conflict. The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention shall be included in the scope of protection of the present invention.

Claims

1. A dual-motor multi-mode hybrid power transmission device, characterized in that: include: Input shaft, output shaft, planetary gear assembly and torque transmitting device, The planetary gear assembly includes a first planetary gear row, a second planetary gear row, and a third planetary gear row arranged in sequence from front to back, the first planetary gear row including a first ring gear, a first planetary gear, a first planetary carrier, and a first sun gear, the second planetary gear row including a second ring gear, a second planetary gear, a second planetary carrier, and a second sun gear, the third planetary gear row including a third ring gear, a third planetary gear, a third planetary carrier, and a third sun gear, the first sun gear and the second planetary carrier are fixedly connected, and the second ring gear and the third sun gear are fixedly connected; The torque transmission device includes a first clutch, a second clutch, a third clutch, a first brake, and a second brake, the first clutch connecting the first planet carrier and the second ring gear, the second clutch connecting the second sun gear and the third planet carrier, the third clutch connecting the second sun gear and the third ring gear, the first brake connecting the third ring gear, and the second brake connecting the first ring gear; One end of the input shaft is connected to the first sun gear, and the other end is used to connect to the engine; The first ring gear is used to connect to the first motor; The second ring gear is used to connect to the second motor; The output shaft is connected to the third planet carrier; The first clutch, the second clutch, the third clutch, the first brake, and the second brake are selectively engaged to adjust a power output mode of the transmission.

2. The dual-motor multi-mode hybrid power transmission device according to claim 1, characterized in that: The system further includes an engine, a first motor, and a second motor. The engine is connected to the input shaft, the first motor is connected to the first ring gear, and the second motor is connected to the second ring gear.

3. The dual-motor multi-mode hybrid power transmission device according to claim 2, characterized in that: The first clutch and the first brake are engaged, the second motor is started, and the output shaft outputs in a pure electric mode.

4. The dual-motor multi-mode hybrid power transmission device according to claim 2, characterized in that: The first clutch and the first brake are engaged, the engine, the first motor, and the second motor are started, and the output shaft outputs in an input-split mode.

5. The dual-motor multi-mode hybrid power transmission device according to claim 2, characterized in that: The second clutch and the third clutch are engaged, the engine, the first electric machine, and the second electric machine are started, and the output shaft outputs in a compound-split mode.

6. The dual-motor multi-mode hybrid power transmission device according to claim 2, characterized in that: Only the engine is started, and six fixed gear modes are achieved by controlling the working states of the clutch and the brake.

7. The dual-motor multi-mode hybrid power transmission device according to claim 6, characterized in that: The six fixed gear modes are as follows: First gear operating mode: the first brake, the second brake, and the first clutch are engaged to establish a first reduction gear ratio between the input shaft and the output shaft; Second gear operating mode: the first brake, the first clutch, and the second clutch are engaged to establish a second downshift gear ratio between the input shaft and the output shaft; Third gear operating mode: the first brake, the first clutch, and the third clutch are engaged to establish a third downshift gear ratio between the input shaft and the output shaft; Fourth gear operating mode: the first clutch, the second clutch, and the third clutch are engaged to establish a fourth direct gear transmission ratio between the input shaft and the output shaft; Fifth gear operating mode: the second brake, the first clutch, and the third clutch are engaged to establish a fifth overdrive gear ratio between the input shaft and the output shaft; Sixth gear operating mode: the second brake, the first clutch, and the second clutch are engaged to establish a sixth overdrive gear ratio between the input shaft and the output shaft.

8. The dual-motor multi-mode hybrid power transmission device according to claim 2, characterized in that: The first brake and the first clutch are engaged, the second motor rotates in the reverse direction, and the output shaft rotates in the reverse direction, thereby establishing a reverse gear.

9. The dual-motor multi-mode hybrid power transmission device according to claim 1, characterized in that: The invention also includes a housing, wherein the planetary gear assembly and the torque transmission device are both arranged in the housing, and the first brake and the second brake are both fixedly installed in the housing.

10. The dual-motor multi-mode hybrid power transmission device according to claim 1, characterized in that: The first clutch, the second clutch and the third clutch are multi-plate wet clutches or dog clutches, and the first brake and the second brake are drum brakes or multi-plate wet brakes.

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