Dual-motor multi-gear hybrid power speed change system

Abstract

The utility model discloses a dual-motor multi-gear hybrid power speed control system which comprises a first motor, a second motor, an engine and a transmission mechanism. The transmission mechanism comprises an output shaft, a first input shaft, a second input shaft, a first-gear gear assembly, a second-gear gear assembly, a second-gear gear assembly and a third-gear gear assembly, wherein the first input shaft and the second input shaft can be operated to achieve power combination or disconnection; the first-gear gear assembly is arranged between the first input shaft and the output shaft and used for shifting gears to transmit power; the second-gear gear assembly is arranged between the second input shaft and the output shaft and is used for shifting a gear to transmit power; the output end of the first motor is in transmission connection with the first input shaft, the output end of the second motor is in transmission connection with the second input shaft, and the output end of the engine is in transmission connection with the output shaft of the first motor or the second motor; according to the dual-motor multi-gear hybrid power speed change system, the optimization effect on the use efficiency of the motors and the engine can be improved, the use comfort can be improved, meanwhile, the system structure can be simplified, and the compactness of the system can be improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to hybrid power vehicle technical field, concretely relates to a double motor multi -gear hybrid power transmission system. BACKGROUND

[0002] With the world energy shortage and the enhancement of people's environmental protection consciousness, safety, energy saving, environmental protection become the theme of automobile development, and due to the bottleneck of key technologies of pure electric vehicle, fuel cell vehicle, hybrid electric vehicle becomes the choice of the times. Multi -gear hybrid power transmission system can flexibly use the power of engine and motor according to demand, realizes the purpose of energy saving. At present, the multi -gear hybrid transmission structure of hybrid power vehicle application, the power of engine is generally connected single shaft and double shaft through double clutch, part of power is output by single shaft, part of power is output by double shaft, and the power output by the matched motor is transmitted to single shaft or double shaft, when applied to vehicle, the gear position that can be realized under pure electric drive mode and hybrid drive mode is less, and the optimization effect of motor and engine efficiency is limited. At the same time, in pure electric mode, basically single motor completes driving, and power interruption occurs during gear shifting, and the comfort is not good.

[0003] In addition, in the hybrid transmission system of engine and motor two power sources, how to realize multi -gear shifting under various driving modes such as pure electric drive, engine drive and hybrid drive has been a relatively complex transmission structure design problem. The existing multi -gear hybrid transmission system often has problems such as too complex structure, too long transmission path and poor compactness, which affects the power transmission performance of hybrid transmission system and the compactness of whole vehicle arrangement.

[0004] Therefore, it is necessary to develop and design a new multi -gear hybrid power transmission system, so as to improve the optimization effect of motor and engine use efficiency, improve the use comfort, and simplify the system structure and improve the compactness of the system. UTILITY MODEL CONTENTS

[0005] Therefore, the utility model aims at providing a double motor multi -gear hybrid power transmission system, which can improve the optimization effect of motor and engine use efficiency, improve the use comfort, and simplify the system structure and improve the compactness of the system.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a dual-motor multi-speed hybrid transmission system, comprising a first motor, a second motor, an engine, and a transmission mechanism. The transmission mechanism includes: an output shaft, a first input shaft and a second input shaft operable to engage or disengage power, a first gear assembly disposed between the first input shaft and the output shaft for shifting gears and transmitting power, and a second gear assembly disposed between the second input shaft and the output shaft for shifting gears and transmitting power. The output end of the first motor is drivenly connected to the first input shaft, the output end of the second motor is drivenly connected to the second input shaft, and the output end of the engine is drivenly connected to the output shaft of the first motor or the second motor.

[0007] Furthermore, the axes of the first input shaft and the second input shaft are coaxial.

[0008] Furthermore, the second input shaft is a hollow shaft, the first input shaft passes through the second input shaft, and a meshing sleeve device that can operate the two to engage or disengage is disposed between the first input shaft and the second input shaft, and the first motor and the second motor are located on the same side of the meshing sleeve device.

[0009] Furthermore, the output shaft of the first motor is coaxially and fixedly connected to the first input shaft, and the output shaft of the second motor is coaxially and fixedly connected to the second input shaft.

[0010] Furthermore, the first gear assembly includes:

[0011] A first gear pair includes a first driving gear fixed on the first input shaft and a first driven gear rotatably mounted on the output shaft and meshing with the first driving gear.

[0012] The three-speed gear pair includes a three-speed driving gear fixed on the first input shaft and a three-speed driven gear rotatably mounted on the output shaft and meshing with the three-speed driving gear;

[0013] The first shifting assembly is located on the output shaft and is configured to selectively link the output shaft with either the first-gear driven gear or the third-gear driven gear.

[0014] The second gear assembly includes:

[0015] The second gear pair includes a second-speed driving gear fixed on the second input shaft and a second-speed driven gear rotatably mounted on the output shaft and meshing with the second-speed driving gear;

[0016] The four-speed gear pair includes a four-speed driving gear fixed on the second input shaft and a four-speed driven gear rotatably mounted on the output shaft and meshing with the four-speed driving gear;

[0017] The second shifting assembly is located on the output shaft and configured to selectively engage the output shaft with either the second-gear driven gear or the fourth-gear driven gear.

[0018] Furthermore, both the first shift assembly and the second shift assembly are synchronizers.

[0019] Furthermore, the axes of the first motor and the second motor are arranged in parallel, the output shaft of the second motor is coaxially and fixedly connected to the second input shaft, the output shaft of the first motor is provided with a first output gear that meshes with a three-speed driving gear or a one-speed driven gear, and a meshing sleeve device that can operate the two to engage or disengage is arranged between the first input shaft and the second input shaft.

[0020] Furthermore, a second output gear is fixedly mounted on the output shaft.

[0021] Furthermore, it also includes a differential, the input end of which meshes with a second output gear.

[0022] Furthermore, the output shaft of the engine is connected to the output shaft of the first motor via a clutch.

[0023] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0024] The dual-motor multi-speed hybrid transmission system provided by this utility model can improve the optimization effect of motor and engine utilization efficiency, enhance user comfort, simplify system structure, and improve system compactness. Specifically, this is reflected in the following aspects: Since the first and second input shafts are configured to be maneuverable to engage or disengage power, in both pure electric and hybrid modes, the engine, the first motor, and the second motor can operate at all gear positions of the first and second gear assemblies, resulting in a large number of gears and good optimization of motor and engine efficiency. Simultaneously, more operating modes are possible, making the system applicable to a wider range of conditions. Furthermore, in pure electric mode, dual-motor coordinated drive is possible; when either the first or second motor shifts gears, the other power route maintains continuous power output, enabling shift power compensation and ensuring uninterrupted shift power, resulting in good power performance and driving comfort. Additionally, this application reduces the number of clutches used, fully utilizing the gear assemblies and resulting in a simpler and more compact system structure. It also relatively reduces the power of individual motors, thereby reducing motor size and weight, further enhancing system compactness and facilitating vehicle layout. Finally, in this dual-motor multi-speed hybrid transmission system, the power transmission paths of the engine, the first motor, and the second motor are short.

[0025] Other advantages, objectives, and features of this invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination and study, or may be learned from practice of this invention. The objectives and other advantages of this invention can be realized and obtained through the following description. Attached Figure Description

[0026] Figure 1 This is a simplified structural diagram of Embodiment 1 of the present utility model;

[0027] Figure 2 This is a simplified structural diagram of Embodiment 2 of the present invention;

[0028] Reference numerals: 1-First motor; 101-First output gear; 2-Second motor; 3-Output shaft; 301-Second output gear; 4-First input shaft; 5-Second input shaft; 6-First gear assembly; 601-First gear drive gear; 602-First gear driven gear; 603-Third gear drive gear; 604-Third gear driven gear; 605-First shift assembly; 7-Second gear assembly; 701-Second gear drive gear; 702-Second gear driven gear; 703-Fourth gear drive gear; 704-Fourth gear driven gear; 705-Second shift assembly; 8-Meshing sleeve device; 9-Torque damper; 10-Differential; 11-Engine. Detailed Implementation

[0029] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that the illustrations provided in the following embodiments are only for illustrating the basic concept of this utility model. Unless otherwise specified, the following embodiments and features in the embodiments can be combined with each other.

[0030] Example 1:

[0031] Please see Figure 1This embodiment discloses a dual-motor multi-speed hybrid transmission system, including a first motor 1, a second motor 2, an engine 11, and a transmission mechanism. The transmission mechanism includes: an output shaft 3, a first input shaft 4 and a second input shaft 5 operable to engage or disengage power, a first gear assembly 6 disposed between the first input shaft 4 and the output shaft 3 for shifting gears and transmitting power, and a second gear assembly 7 disposed between the second input shaft 5 and the output shaft 3 for shifting gears and transmitting power. The output end of the first motor 1 is drivenly connected to the first input shaft 4, the output end of the second motor 2 is drivenly connected to the second input shaft 5, and the output end of the engine 11 is drivenly connected to the output shaft of either the first motor 1 or the second motor 2. It is understood that in this dual-motor multi-speed hybrid transmission system, one motor drivenly connected to the output end of the engine 11 can function as both a generator and a drive motor, while the other motor in the system is typically used only as a drive motor. By controlling the engagement or disengagement of power on the first input shaft 4 and the second input shaft 5, and coordinating the operation of the first motor 1, the second motor 2, and the engine 11, multiple operating modes of the system can be achieved. The specific implementation principle will be explained later in conjunction with the specific number of gears. It is understood that the first gear assembly 6 and the second gear assembly 7 can be selected according to specific gear usage requirements to achieve multiple operating modes.

[0032] The dual-motor multi-speed hybrid transmission system in the above structural design can improve the optimization of the efficiency of the motor and engine, enhance user comfort, and simplify the system structure, thus improving its compactness. Specifically, because the first input shaft 4 and the second input shaft 5 are configured to be operable to engage or disengage power, in both pure electric and hybrid modes, the engine 11, the first motor 1, and the second motor 2 can operate at all gears in the first gear assembly 6 and the second gear assembly 7, resulting in a large number of gears and good optimization of the efficiency of the motor and engine 11. Simultaneously, because the first input shaft 4 and the second input shaft 5 are configured to be operable to engage or disengage power, the system can achieve dual-motor series or parallel power input, or single-motor independent drive, making the system applicable to a wider range of operating conditions, reducing system power consumption, and improving system economy. Furthermore, in pure electric and hybrid modes, the system can achieve dual-motor series or parallel power input, or single-motor independent drive. In electric mode, dual-motor drive can be achieved. When either the first motor 1 or the second motor 2 shifts gears, the other power route can always maintain power output, enabling shift power compensation and ensuring uninterrupted shift power, resulting in good power performance and driving comfort. At the same time, this application reduces the number of clutches used, making full use of the gear assembly, resulting in a simpler and more compact system structure. It also relatively reduces the power of a single motor, thereby reducing the size and weight of the motor, which is also conducive to improving system compactness and vehicle layout. In addition, in this dual-motor multi-speed hybrid transmission system, the power transmission path of the engine 11, the first motor 1, and the second motor 2 is short.

[0033] In this embodiment, the axes of the first input shaft 4 and the second input shaft 5 are coaxially arranged. By arranging the first input shaft 4 and the second input shaft 5 coaxially, the lateral space occupied can be effectively reduced. Lateral space refers to the direction perpendicular to the axis of the output shaft 3, which helps to further ensure the compactness of the system and reduce the system size. At the same time, the coaxial arrangement of the first input shaft 4 and the second input shaft 5 facilitates the control of the power engagement or disengagement between the two, and simplifies the control structure.

[0034] In this embodiment, the second input shaft 5 is a hollow shaft, and the first input shaft 4 passes through the second input shaft 5. A meshing sleeve device 8, which can operate the engagement or disengagement of the two, is arranged between the first input shaft 4 and the second input shaft 5. The first motor 1 and the second motor 2 are located on the same side of the meshing sleeve device 8. Here, the meshing sleeve device 8 adopts an existing shifting meshing sleeve device, and gear engagement is achieved by moving the meshing sleeve. This is an existing structure and will not be described in detail here. In this structural design, the meshing sleeve device 8 is used to control the power engagement or disengagement between the first input shaft 4 and the second input shaft 5. The structure is simple, easy to manufacture, disassemble and maintain, and has a large number of teeth for bearing impact loads, making it less prone to damage. At the same time, the short shifting stroke of the meshing sleeve helps to shorten the axial dimension of the system and further improves the system's compactness. By setting the second input shaft 5 as a hollow shaft and the first motor 1 and the second motor 2 being located on the same side of the meshing sleeve device 8, the axial space occupied by the system can be effectively reduced, and the arrangement of the first motor 1 and the second motor 2 is compact.

[0035] In this embodiment, the output shaft of the first motor 1 is coaxially and fixedly connected to the first input shaft 4, and the output shaft of the second motor 2 is coaxially and fixedly connected to the second input shaft 5. It is understood that "fixedly connected" here includes either a directly integrated structure or a splined connection. In this structural design, by arranging the first motor 1, the second motor 2, and the first and second input shafts 4 and 5 coaxially, the lateral space occupied by the dual motors is effectively reduced, thus further ensuring the system's compactness and reducing its size. Simultaneously, the direct-drive configuration of the motors helps reduce the transmission chain and improve transmission efficiency.

[0036] In this embodiment, the first gear assembly 6 includes a first gear pair, a third gear pair, and a first shifting assembly 605. The first gear pair includes a first gear drive gear 601 fixed on the first input shaft 4 and a first gear driven gear 602 rotatably mounted on the output shaft 3 and meshing with the first gear drive gear 601. The third gear pair includes a third gear drive gear 603 fixed on the first input shaft 4 and a third gear driven gear 604 rotatably mounted on the output shaft 3 and meshing with the third gear drive gear 603. The first shifting assembly 605 is mounted on the output shaft 3 and configured to selectively link the output shaft 3 with either the first gear driven gear 602 or the third gear driven gear 604. The second gear assembly 7 includes a second-speed gear pair, a fourth-speed gear pair, and a second shifting assembly 705. The second-speed gear pair includes a second-speed driving gear 701 fixed to the second input shaft 5 and a second-speed driven gear 702 rotatably mounted on the output shaft 3 and meshing with the second-speed driving gear 701. The fourth-speed gear pair includes a fourth-speed driving gear 703 fixed to the second input shaft 5 and a fourth-speed driven gear 704 rotatably mounted on the output shaft 3 and meshing with the fourth-speed driving gear 703. The second shifting assembly 705 is mounted on the output shaft 3 and configured to selectively engage the output shaft 3 with either the second-speed driven gear 703 or the fourth-speed driven gear 704. In this structural design, the first gear assembly 6 and the second gear assembly 7 each have two gears, making the system a four-speed transmission system. This allows both the first motor 1 and the second motor 2 to have four selectable gears, resulting in good optimization of motor efficiency. Meanwhile, in this structural design, the first and third gears are configured on the first input shaft, and the second and fourth gears are configured on the second input shaft. Odd and even gears are set separately, which can effectively reduce the shift drop, ensure shift smoothness, and help improve the service life of the system. In addition, in this structural design, the first shift assembly 605 and the second shift assembly 705 are both set on the output shaft 3, which has good compactness.

[0037] In this embodiment, both the first shift assembly 605 and the second shift assembly 705 are synchronizers. It is understood that the synchronizer is positioned between two adjacent gear pairs, and its specific structure is consistent with existing synchronizer configurations, which will not be elaborated here. By employing a synchronizer, rapid, shock-free, and noiseless gear shifting is achieved, improving the vehicle's acceleration, fuel economy, driving safety, and overall driving comfort.

[0038] In this embodiment, a second output gear 301 is fixedly mounted on the output shaft 3. By setting the second output gear 301, it is beneficial to increase the torque output of the power, thereby reducing the center distance of the gears in the gear assembly and further ensuring the compactness of the system.

[0039] In this embodiment, a differential 10 is also included, the input end of which meshes with the second output gear 301; by integrating the differential 10 into the system, it is beneficial to further ensure the compactness of the overall vehicle layout.

[0040] In this embodiment, the output shaft of the engine 11 and the output shaft of the first motor 1 are connected by a clutch 9. The assembly and selection of the clutch 9 are consistent with existing technology and will not be described in detail here. By setting the clutch 9, it can participate in system control to control the access and disconnection of power from the engine 11. In pure electric mode, the clutch 9 is disengaged, avoiding power loss caused by the engine idling with the motor, thereby further reducing motor power loss and improving system economy. At the same time, it helps to extend engine life and improve system reliability. More specifically, the output shaft of the engine 11 and the output shaft of the first motor 1 are arranged coaxially, which improves the overall structural compactness from a spatial layout perspective, and helps to further improve the structural compactness of the vehicle layout.

[0041] Comparison Figure 1 The dual-motor multi-speed hybrid transmission system in this embodiment has pure electric mode, range-extending mode, parking-generating mode, and hybrid mode, specifically:

[0042] I. In pure electric mode, clutch 9 is disengaged, and the following working positions are available:

[0043] (1) The meshing sleeve device 8 is disconnected, the first gear assembly 6 is engaged in the right gear, and the first motor 1 is driven in first gear alone.

[0044] (2) The meshing sleeve device 8 is engaged, the first gear assembly 6 is engaged in the right gear, and the first motor 1 and the second motor 2 are driven in series in the first gear series drive.

[0045] (3) When the meshing sleeve device 8 is disconnected, the first gear assembly 6 is engaged in the right gear, the second gear assembly 7 is engaged in the left gear, and the first motor 1 is engaged in the first gear and the second motor 2 is engaged in the second gear in parallel.

[0046] (4) The meshing sleeve device 8 is disconnected, the second gear assembly 7 is engaged in the left gear, and the second motor 2 is driven independently in second gear;

[0047] (5) The meshing sleeve device 8 is engaged, the second gear assembly 7 is engaged in the left gear, and the first motor 1 is driven in series in the second gear and the second motor 2 in the second gear.

[0048] (6) The meshing sleeve device 8 is disconnected, the second gear assembly 7 is engaged in the left gear, the first gear assembly 6 is engaged in the left gear, and the first motor 1 is engaged in the third gear and the second motor 2 is engaged in the second gear in parallel drive;

[0049] (7) The meshing sleeve device 8 is disconnected, the first gear assembly 6 is engaged in the left gear, and the first motor 1 is driven independently in three gears;

[0050] (8) The meshing sleeve device 8 is engaged, the first gear assembly 6 is engaged in the left gear, and the first motor 1 and the second motor 2 are driven in series.

[0051] (9) When the meshing sleeve device 8 is disconnected, the first gear assembly 6 is engaged in the left gear, the second gear assembly 7 is engaged in the right gear, and the first motor 1 is engaged in the third gear and the second motor 2 is engaged in the fourth gear in parallel.

[0052] (10) The meshing sleeve device 8 is disconnected, the second gear assembly 7 is engaged in the right gear, and the second motor 2 is driven independently in fourth gear;

[0053] (11) The meshing sleeve device 8 is engaged, the second gear assembly 7 is engaged on the right side, and the first motor 1 and the second motor 2 are driven in series.

[0054] Understandably, in pure electric operation mode, the dual motors work together to achieve pure electric operation, while engine 11 either does not operate or rotates while maintaining zero torque control. The implementation principle is similar even if the meshing sleeve device 8 is replaced with other structures that can achieve its function, such as a synchronizer. The implementation principle is explained here using a four-speed transmission system as an example; the implementation principle is similar when designed for other gear positions. It is evident that either motor in the dual-motor configuration can operate at all gear positions in the system, resulting in good optimization of motor efficiency. Shifting continuity is good, enabling smooth shifting of sequential gears without power interruption. The dual-motor tandem gear configuration offers good acceleration performance, and the low-speed dual-motor gear configuration offers good climbing performance.

[0055] II. In range-extended operation: the clutch 9 is engaged, the engagement sleeve device 8 is disengaged, the first gear assembly 6 is not engaged, the engine 11 is working and drives the first motor 1 to rotate and generate electricity, and the second motor 2 transmits power to the output shaft 3 through the second gear assembly 7 to complete pure electric drive.

[0056] III. During the shutdown power generation operation: the clutch 9 is engaged, the engagement sleeve device 8 is disengaged, the first gear assembly 6 is not engaged, the second motor 2 is not working, the engine 11 is working, and drives the first motor 1 to rotate and generate electricity.

[0057] IV. Hybrid Operation: Engine 11 operates, clutch 9 engages, and first motor 1 rotates following engine 11. The torque of first motor 2 determines whether to generate electricity. Engine 11, first motor 2, and second motor 2 work together to complete hybrid drive. This mode has a gear shifting mode similar to the pure electric mode, except that engine 11 and first motor 1 are connected in series to complete power output control, and uninterrupted power shifting can still be achieved. This will not be described in detail here.

[0058] Of course, the above-mentioned dual-motor multi-speed hybrid transmission system also has an engine direct drive mode. In the engine direct drive mode: the engine 11 is working, the first motor 1 rotates with the engine 11, and the torque of the first motor 2 determines whether to generate electricity. The second motor 2 is not working or rotates with zero torque control. That is, the engine 11 is directly used as the power source to complete the drive. In this mode, the engine 11 still has the full range of the system's working modes, which has a good effect on the efficiency optimization of the engine, which is conducive to improving fuel economy and adapting to more driving conditions.

[0059] Example 2:

[0060] See Figure 2 The difference between this embodiment and Embodiment 1 lies in the arrangement of the first motor 1, the second motor 2, and the engine 11. Specifically, in this embodiment, the axes of the first motor 1 and the second motor 2 are arranged in parallel. The output shaft of the second motor 2 is coaxially and fixedly connected to the second input shaft 5. The output shaft of the first motor 1 is provided with a first output gear 101 that meshes with a third-speed drive gear 603 or a first-speed driven gear 602. A meshing sleeve device 8 that can operate the engagement or disengagement of the first input shaft 4 and the second input shaft 5 is configured between them. The output shaft of the generator 11 is connected to the output shaft of the second motor 2 through a torque damper 9. By arranging the axes of the first motor 1 and the second motor 2 in parallel, more axial space can be saved, and the compactness of the axial arrangement can be improved. At the same time, the output shaft of the first motor 1 is provided with a first output gear 101 that meshes with a third-speed drive gear 603 or a first-speed driven gear 602. That is, the power of the first motor 1 is transmitted to the first input shaft 4 through the gear pair, which can help reduce the power demand on the first motor 1, thereby reducing the size of the first motor 1 and further reducing the system size. Of course, it is understandable that the first output gear 101 in the attached diagram meshes with the third-gear drive gear 603. However, depending on the specific space requirements, it can also be designed so that the first output gear 101 meshes with the first-gear driven gear 602. Directly using one of the drive gears of the first gear assembly 6 as the meshing gear of the first output gear 101 can reduce the number of gears and improve the system's compactness. The working principle of this embodiment can be understood by analogy with the implementation principle in Embodiment 1, and will not be elaborated here.

[0061] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A dual-motor multi-speed hybrid transmission system, characterized in that: It includes a first motor (1), a second motor (2), an engine (11), and a transmission mechanism, wherein the transmission mechanism includes: Output shaft (3), first input shaft (4) and second input shaft (5) which can be manipulated to engage or disengage power, first gear assembly (6) disposed between the first input shaft (4) and the output shaft (3) for engaging gears to transmit power, and second gear assembly (7) disposed between the second input shaft (5) and the output shaft (3) for engaging gears to transmit power; The output end of the first motor (1) is connected to the first input shaft (4), the output end of the second motor (2) is connected to the second input shaft (5), and the output end of the engine (11) is connected to the output shaft of the first motor (1) or the second motor (2).

2. The dual-motor multi-speed hybrid transmission system according to claim 1, characterized in that: The axes of the first input shaft (4) and the second input shaft (5) are set coaxially.

3. The dual-motor multi-speed hybrid transmission system according to claim 2, characterized in that: The second input shaft (5) is a hollow shaft, the first input shaft (4) passes through the second input shaft (5), and a meshing sleeve device (8) that can operate the two to engage or disengage is arranged between the first input shaft (4) and the second input shaft (5). The first motor (1) and the second motor (2) are located on the same side of the meshing sleeve device (8).

4. The dual-motor multi-speed hybrid transmission system according to claim 3, characterized in that: The output shaft of the first motor (1) is coaxially and fixedly connected to the first input shaft (4), and the output shaft of the second motor (2) is coaxially and fixedly connected to the second input shaft (5).

5. The dual-motor multi-speed hybrid transmission system according to claim 2, characterized in that: The first gear assembly (6) includes: A first gear pair includes a first drive gear (601) fixed on the first input shaft (4) and a first driven gear (602) rotatably mounted on the output shaft (3) and meshing with the first drive gear (601); The three-speed gear pair includes a three-speed drive gear (603) fixed on the first input shaft (4) and a three-speed driven gear (604) rotatably mounted on the output shaft (3) and meshing with the three-speed drive gear (603); The first shift assembly (605) is disposed on the output shaft (3) and configured to selectively link the output shaft (3) with the first driven gear (602) or the third driven gear (604); The second gear assembly (7) includes: The second gear pair includes a second-speed driving gear (701) fixed on the second input shaft (5) and a second-speed driven gear (702) rotatably mounted on the output shaft (3) and meshing with the second-speed driving gear (701); The four-speed gear pair includes a four-speed drive gear (703) fixed on the second input shaft (5) and a four-speed driven gear (704) rotatably mounted on the output shaft (3) and meshing with the four-speed drive gear (703); The second shift assembly (705) is disposed on the output shaft (3) and configured to selectively link the output shaft (3) with the second-gear driven gear (702) or the fourth-gear driven gear (704).

6. The dual-motor multi-speed hybrid transmission system according to claim 5, characterized in that: Both the first shift assembly (605) and the second shift assembly (705) are synchronizers.

7. The dual-motor multi-speed hybrid transmission system according to claim 5, characterized in that: The axes of the first motor (1) and the second motor (2) are arranged in parallel. The output shaft of the second motor (2) is coaxially fixed to the second input shaft (5). The output shaft of the first motor (1) is provided with a first output gear (101) that meshes with a third-speed driving gear (603) or a first-speed driven gear (602). A meshing sleeve device (8) that can operate the two to engage or disengage is arranged between the first input shaft (4) and the second input shaft (5).

8. The dual-motor multi-speed hybrid transmission system according to claim 1, characterized in that: A second output gear (301) is fixed on the output shaft (3).

9. The dual-motor multi-speed hybrid transmission system according to claim 8, characterized in that: It also includes a differential (10), the input end of which meshes with a second output gear (301).

10. The dual-motor multi-speed hybrid transmission system according to claim 1, characterized in that: The output shaft of the engine (11) is connected to the output shaft of the first motor (1) via a clutch (9).

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